JP7042672B2 - Control device for human-powered vehicles, and human-powered vehicles - Google Patents

Description

The present invention relates to a control device and a human-powered vehicle.

In recent years, a human-powered vehicle that assists the rotation of a crank by an assist motor has been put into practical use. For example, Patent Document 1 describes that the assist ratio of the assist motor is switched by operating the rider or the like. In addition, the human-powered vehicle may be equipped with a transmission that changes the gear ratio by the operation of the rider.

JP-A-2018-24411

However, when components such as the assist motor and transmission are controlled by the rider's operation, the rider must operate it by himself, so it is difficult to control appropriately according to the rider's condition depending on the rider's operation content. May be. There is also a technology for automatically controlling components such as assist motors and transmissions, but there is room for improvement in terms of appropriate control according to the rider's condition.

The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a control device and a human-powered vehicle capable of appropriately controlling components of a human-powered vehicle according to a rider's condition.

In order to solve the above-mentioned problems and achieve the object, the control device according to the first aspect of the present disclosure is a control device that controls a motor that assists the propulsion of the human-powered vehicle, and is mounted on the human-powered vehicle. An operation information detection unit that detects the operation information of the parts to be mounted, an estimation unit that estimates the fatigue state of the rider by integrating the operation information detected from the operation information detection unit, and an estimation unit that estimates from the estimation unit. It includes an operation control unit that controls the motor according to the fatigue state.

According to the first aspect, since the motor is controlled according to the fatigue state of the rider, the components of the human-powered vehicle can be appropriately controlled according to the state of the rider.

In the control device according to the second aspect of the present disclosure, with respect to the control device according to the first aspect, the operation information is the human-powered torque acting on the human-powered vehicle, the crank rotation speed of the human-powered vehicle, and the human-powered vehicle. Wheel rotation, the number of operations of the operation device of the human-powered vehicle, the amount of power generated by the dynamics of the human-powered vehicle, the amount of frictional heat generated between the brake shoe and the brake surface of the human-powered vehicle, and the suspension of the human-powered vehicle. The number of times of swaying and the number of times of operation of the adjustable seat post of the human-powered vehicle are included.

According to the second aspect, since the fatigue state of the rider is estimated from such motion information, the state of the rider can be detected with high accuracy.

The control device according to the third aspect of the present disclosure further includes a stop information detection unit that detects stop information of the human-powered vehicle with respect to the control device according to the first aspect or the second aspect, and the estimation unit is the above-mentioned The fatigue recovery state of the rider is estimated based on the stop information detected from the stop information detection unit, and the operation control unit controls the motor according to the fatigue state and the fatigue recovery state.

According to the third aspect, since the motor is controlled according to the fatigue recovery state in addition to the fatigue state of the rider, the components of the human-powered vehicle can be appropriately controlled.

In the control device according to the fourth aspect of the present disclosure, the stop information is the stop time of the human-powered vehicle, the pedaling stop time of the human-powered vehicle, and the power supply of the human-powered vehicle with respect to the control device according to the third aspect. The time when was turned off, the number of times the human-powered vehicle was switched between stopping and starting, the number of times the power of the human-powered vehicle was switched on and off, and the number of times the crank of the human-powered vehicle was started and rotated. Includes at least one of the number of switches to and from stop.

According to the fourth aspect, since the fatigue recovery state of the rider is estimated from such stop information, the state of the rider can be detected with high accuracy.

In the control device according to the fifth aspect of the present disclosure, the operation information includes the first operation information and the second operation information with respect to the control device according to any one of the first to fourth aspects. The estimation unit estimates the fatigue state of the rider based on the first motion information and the second motion information.

According to the fifth aspect, since the fatigue state of the rider is estimated from a plurality of motion information, the state of the rider can be detected with high accuracy.

The control device according to the sixth aspect of the present disclosure further includes a calculation unit with respect to the control device according to any one of the first to fifth aspects, and the calculation unit includes the first operation information and the second operation. Based on the information, at least one of the rider's heat consumption and power is calculated, and the estimation unit estimates the fatigue state based on at least one of the heat consumption and the power.

According to the sixth aspect, since the fatigue state estimated based on at least one of the heat consumption amount and the power rate is estimated, the rider state can be detected with high accuracy.

In the control device according to the seventh aspect of the present disclosure, with respect to the control device according to the sixth aspect, the estimation unit has the operation information equal to or higher than the operation threshold value, and the calculation information calculated by the calculation unit has the calculation information threshold value or more. , And the operation control unit increases the output or the output ratio of the motor when it is estimated that the fatigue level is high in the fatigued state.

According to the seventh aspect, since the motor is controlled based on the degree of fatigue, the motor can be appropriately controlled according to the state of the rider.

The control device according to the eighth aspect of the present disclosure further includes a first storage unit for storing a table relating to the fatigue degree of the fatigue state with respect to the control device according to any one of the first to sixth aspects, and the operation control. The unit controls the motor according to the fatigue state estimated by the estimation unit and the fatigue degree corresponding to the fatigue state in the table.

According to the eighth aspect, since the motor is controlled based on the degree of fatigue, the motor can be appropriately controlled according to the state of the rider.

The control device according to the ninth aspect of the present disclosure is the output or output ratio of the motor when the operation control unit has a fatigue degree of less than a predetermined fatigue threshold value with respect to the control device according to the seventh or eighth aspect. Is not changed according to the fatigue state.

According to the ninth aspect, since the motor is controlled based on the degree of fatigue, the motor can be appropriately controlled according to the state of the rider.

In the control device according to the tenth aspect of the present disclosure, the rotation speed of the crank and the rotation speed of the wheel provided in the human-powered vehicle are the same as those of the control device according to the first to ninth aspects. The operation control unit further controls the motor and the transmission according to the fatigue state.

According to the tenth aspect, since the motor and the transmission are controlled according to the fatigue state, the motor and the transmission can be appropriately controlled according to the state of the rider.

In the control device according to the eleventh aspect of the present disclosure, the rotation speed of the crank and the rotation speed of the wheel provided in the human-powered vehicle are the same as those of the control device according to the seventh to ninth aspects. The operation control unit further includes a transmission for changing the rotation speed with and, and when the fatigue degree is equal to or higher than a predetermined fatigue degree threshold value, the output or output ratio of the motor is increased to a predetermined value according to the fatigue degree. The transmission is controlled so as to be high and the rotation speed is small.

According to the eleventh aspect, since the motor and the transmission are controlled in this way, the motor and the transmission can be appropriately controlled according to the state of the rider.

In the control device according to the twelfth aspect of the present disclosure, the operation control unit has a fatigue degree equal to or higher than a predetermined fatigue degree threshold value with respect to the control device according to any one of the seventh to ninth and eleventh aspects. Later, when the fatigue recovery state of the rider is estimated by the estimation unit based on the stop information of the human-powered vehicle and the fatigue level is lowered, the output or the output ratio of the motor is lowered.

According to the twelfth aspect, since the motor and the transmission are controlled in this way, the motor and the transmission can be appropriately controlled according to the state of the rider.

The control device according to the thirteenth aspect of the present disclosure is the control device according to any one of the seventh to ninth aspects, wherein the human-powered vehicle has a crank rotation speed and a wheel rotation speed provided in the human-powered vehicle. The operation control unit further includes a transmission for changing the rotation ratio of the vehicle, and after the fatigue level becomes equal to or higher than a predetermined fatigue level threshold value, the estimation unit performs the operation based on the stop information of the human-powered vehicle. When the fatigue level is estimated to be low due to the estimated fatigue recovery state of the rider, the transmission is controlled so that the rotation ratio becomes large.

According to the thirteenth aspect, since the motor and the transmission are controlled in this way, the motor and the transmission can be appropriately controlled according to the state of the rider.

In order to solve the above-mentioned problems and achieve the object, the control device according to the fourteenth aspect of the present disclosure includes the rotation speed of the crank provided in the human-powered vehicle and the rotation speed of the wheel provided in the human-powered vehicle. A control device that controls a transmission that changes the rotation speed of the human-powered vehicle, the stop information detection unit that detects the stop information of the human-powered vehicle, and the rider's stop information according to the stop information detected from the stop information detection unit. It includes an estimation unit that estimates a fatigue recovery state, and an operation control unit that controls the transmission according to the fatigue recovery state.

According to the fourteenth aspect, since the transmission is controlled according to the fatigue recovery state, the transmission can be appropriately controlled according to the rider's state.

In the control device according to the fifteenth aspect of the present disclosure, the estimation unit has the stop time of the human-powered vehicle, the pedaling stop time of the human-powered vehicle, and the power supply of the human-powered vehicle with respect to the control device according to the fourteenth aspect. The time when was turned off, the number of times the human-powered vehicle was switched between stopping and starting, the number of times the power of the human-powered vehicle was switched on and off, and the number of times the crank of the human-powered vehicle was started and rotated. The degree of fatigue recovery in the fatigue recovery state is estimated according to at least one of the number of switching to the stop.

According to the fifteenth aspect, since the fatigue recovery state is estimated in this way, the rider's state can be detected with high accuracy.

The control device according to the 16th aspect of the present disclosure further includes an operation information detection unit for detecting operation information of a component mounted on the human-powered vehicle with respect to the control device according to the 14th or 15th aspect, and the estimation thereof. The unit estimates the fatigue state by integrating the operation information detected by the operation information detection unit, and the operation control unit controls the transmission according to the fatigue state and the fatigue recovery state.

According to the sixteenth aspect, since the transmission is controlled according to the fatigue state and the fatigue recovery state of the rider, the components of the human-powered vehicle can be appropriately controlled.

The control device according to the 17th aspect of the present disclosure further includes a calculation unit with respect to the control device according to the 16th aspect, and the calculation unit further includes a rider's heat consumption and a rider's power based on the operation information. At least one of them is calculated, and the estimation unit estimates the fatigue state based on at least one of the heat consumption and the power.

According to the seventeenth aspect, since the fatigue state is estimated based on at least one of heat consumption and power, the rider state can be detected with high accuracy.

In the control device according to the eighteenth aspect of the present disclosure, with respect to the control device according to the seventeenth aspect, the estimation unit has the operation information equal to or higher than the operation information threshold value, and the calculation information calculated by the calculation unit is the calculation information. When at least one of the threshold values and above, it is estimated that the fatigue level of the fatigue state is high, and the operation control unit lowers the rotation ratio when the fatigue level is estimated to be high.

According to the eighteenth aspect, since the motor is controlled based on the degree of fatigue, the motor can be appropriately controlled according to the state of the rider.

The control device according to the 19th aspect of the present disclosure further includes a first storage unit for storing a table relating to the degree of fatigue of the fatigue state with respect to the control device according to any one of the 16th to 18th aspects, and the operation control. The unit controls the rotation ratio according to the fatigue state estimated by the estimation unit and the fatigue degree corresponding to the fatigue state in the table.

According to the nineteenth aspect, since the rotation ratio is controlled based on the degree of fatigue, the transmission can be appropriately controlled according to the state of the rider.

The control device according to the twentieth aspect of the present disclosure further includes a second storage unit for storing a table relating to the degree of fatigue recovery in the fatigue recovery state with respect to the control device according to any one of the 14th to 19th aspects. The operation control unit controls the rotation ratio according to the fatigue recovery state estimated by the estimation unit and the recovery degree corresponding to the fatigue recovery state in the table.

According to the twentieth aspect, since the rotation ratio is controlled based on the degree of recovery from fatigue, the transmission can be appropriately controlled according to the state of the rider.

The control device according to the 21st aspect of the present disclosure corresponds to the control device according to the 18th or 19th aspect, and the operation control unit responds to the fatigue state when the fatigue degree is less than a predetermined fatigue degree threshold value. The rotation ratio is not controlled.

According to the 21st aspect, since the rotation ratio is controlled based on the degree of fatigue, the transmission can be appropriately controlled according to the state of the rider.

In the control device according to the 22nd aspect of the present disclosure, when the estimation unit estimates the fatigue recovery state with respect to the control device according to the 18th aspect, the fatigue degree is increased according to the fatigue recovery degree of the fatigue recovery state. It is estimated that it has decreased.

According to the 22nd aspect, since the fatigue degree is reduced based on the fatigue recovery degree, the rider's state can be detected with high accuracy.

In order to solve the above-mentioned problems and achieve the object, the control device according to the 23rd aspect of the present disclosure is a control device that controls a motor that assists the propulsion of the human-powered vehicle, and is an operation of the human-powered vehicle. An estimation that estimates the rider's fatigue recovery state according to the motion information detection unit that detects information, the stop information detection unit that detects the stop information of the human-powered vehicle, and the stop information detected from the stop information detection unit. The operation information includes a human-powered torque acting on the human-powered vehicle and a crank rotation speed of the human-powered vehicle, and the calculation unit includes a rider based on the operation information. The estimation unit estimates the fatigue recovery state based on at least one of the heat consumption and the power, and the operation control unit calculates the fatigue recovery. The motor is controlled according to the state.

According to the 23rd aspect, since the motor is controlled according to the fatigue recovery state, the motor can be appropriately controlled according to the rider's state.

In order to solve the above-mentioned problems and achieve the object, the human-powered vehicle according to the 24th aspect of the present disclosure has an operation information detection unit that detects operation information of the human-powered vehicle and stop information of the human-powered vehicle. A stop information detection unit to detect, and an estimation unit that estimates at least one of the rider's fatigue state and fatigue recovery state by integrating the detection information detected from at least one of the operation information detection unit and the stop information detection unit. ,including.

According to the 24th aspect, since at least one of the fatigue state and the fatigue recovery state is estimated, the motor can be appropriately controlled according to the rider's state.

The human-powered vehicle according to the 25th aspect of the present disclosure corresponds to a motor that assists the propulsion of the human-powered vehicle and at least one of the fatigue state and the fatigue recovery state with respect to the human-powered vehicle according to the 24th aspect. Further includes an operation control unit that controls the motor.

According to the 25th aspect, since at least one of the fatigue state and the fatigue recovery state is estimated, the motor can be appropriately controlled according to the rider's state.

The human-powered vehicle according to the 26th aspect of the present disclosure includes the control device according to any one of the first to the 23rd aspects.

According to the 26th aspect, the components of the human-powered vehicle can be appropriately controlled according to the state of the rider.

According to the present invention, the components of the human-powered vehicle can be appropriately controlled according to the rider's condition.

FIG. 1 is a schematic front view of a human-powered vehicle according to the present embodiment. FIG. 2 is a block diagram of the control device according to the present embodiment. FIG. 3 is a graph showing an example of the fatigue integrated value for each time. FIG. 4 is a graph showing an example of the degree of fatigue for each time. FIG. 5 is a graph illustrating the relationship between the degree of fatigue and the motor output. FIG. 6 is a graph illustrating the relationship between the degree of fatigue and the rotation ratio. FIG. 7 is a flowchart illustrating a flow of control by the control device. FIG. 8 is a graph illustrating an example of control between the auxiliary device and the transmission.

Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the present invention is not limited to this embodiment, and when there are a plurality of embodiments, the present invention also includes a combination of the respective embodiments.

FIG. 1 is a schematic front view of a human-powered vehicle according to the present embodiment. The human-powered vehicle 10 according to the present embodiment is a vehicle on which a passenger rides, and the passenger drives the human-powered vehicle 10. The human-powered vehicle 10 in the present embodiment means a vehicle that uses human power at least partially with respect to a driving force for traveling, and includes a vehicle that electrically assists human power. Vehicles that use only driving forces other than human power are not included in human-powered vehicles. In particular, vehicles that use only an internal combustion engine as a driving force are not included in human-powered vehicles. Normally, a small light vehicle is assumed as a human-powered vehicle, and a vehicle that does not require a license to drive on a public road is assumed. Examples of the human-powered vehicle 10 according to the present embodiment include city bikes, road bikes, mountain bikes, trekking bikes, cross bikes, cargo bikes, recumbent bikes, and the like. In the present embodiment, the human-powered vehicle 10 is a bicycle. The human-powered vehicle 10 includes a frame 12, a steering wheel 14, a fork 16, a saddle 18, and a wheel 20.

The frame 12 includes a head tube 12a, a top tube 12b, a down tube 12c, a seat tube 12d, a seat stay 12e, and a chain stay 12f. The head tube 12a supports the handle 14 and the fork 16. One end of the top tube 12b is connected to the head tube 12a and the other end is connected to the seat tube 12d. One end of the down tube 12c is connected to the head tube 12a and the other end is connected to the seat tube 12d. One end of the seat stay 12e is connected to the seat tube 12d, and the other end is connected to the chain stay 12f. One end of the chain stay 12f is connected to the seat tube 12d, and the other end is connected to the seat stay 12e.

The handle 14 is a member gripped by a passenger of the human-powered vehicle 10. The handle 14 is rotatable with respect to the head tube 12a. When the handle 14 is rotated, the fork 16 is rotated and the traveling direction of the human-powered vehicle 10 is changed.

The saddle 18 is a member that supports the buttocks of the passenger of the human-powered vehicle 10. The saddle 18 is supported by the seat tube 12d via an adjustable seatpost 38 described later.

The wheel 20 has a front wheel 20a and a rear wheel 20b. The front wheel 20a is attached to the fork 16. The front wheel 20a is rotatable with respect to the frame 12. The front wheel 20a includes a rim 20a1 to which a tire is mounted and a plurality of spokes 20a2. The rear wheel 20b is attached to a rear end defined as a connection point between the seat stay 12e and the chain stay 12f. The rear wheel 20b is rotatable with respect to the frame 12. The rear wheel 20b includes a rim 20b1 to which a tire is mounted and a plurality of spokes 20b2.

Further, the human-powered vehicle 10 has a crank assembly 24, a rear sprocket assembly 26, and a chain 28 as drive members.

The crank assembly 24 includes a crank shaft 242, a plurality of crank arms 244, and a front sprocket assembly 246. The crank shaft 242 is rotatably supported by the frame 12 via a bottom bracket (not shown). The plurality of crank arms 244 are rotatably connected to the crank shaft 242 with respect to the frame 12. The front sprocket assembly 246 includes a plurality of front sprockets. Multiple front sprockets are connected to each other. The front sprocket assembly 246 is connected to one crank arm 244. The front sprocket assembly 246 includes a plurality of front sprockets having different numbers of teeth. When a occupant's force is applied to the pedal 248 attached to the crank arm 244, the crank shaft 242 and the front sprocket assembly 246 rotate. The number of front sprockets included in the front sprocket assembly 246 is not particularly limited.

As shown in FIG. 1, the rear sprocket assembly 26 is supported by the rear wheel 20b. The rear sprocket assembly 26 includes a plurality of rear sprockets. The rear sprocket assembly 26 is rotatable relative to the rear wheel 20b. The rear sprocket assembly 26 includes a plurality of rear sprockets having different numbers of teeth. The number of rear sprockets included in the rear sprocket assembly 26 is not particularly limited.

The chain 28 is a member that transmits the force input to the crank assembly 24 to the rear sprocket assembly 26. As shown in FIG. 1, the chain 28 is wound around one of a plurality of front sprockets of the crank assembly 24. The chain 28 is wound around one of a plurality of rear sprockets included in the rear sprocket assembly 26. The force applied to the crank assembly 24 is transmitted to the rear sprocket assembly 26 via the chain 28 to rotate the rear wheel 20b.

Further, as shown in FIG. 1, the human-powered vehicle 10 has an auxiliary device 30, a transmission 32, a braking device 34, a suspension 36, and an adjustable seatpost 38 as components. However, the human-powered vehicle 10 may include at least one of these components, the auxiliary device 30 and the transmission 32. That is, the human-powered vehicle 10 may be provided with the auxiliary device 30 or the transmission 32.

The auxiliary device 30 includes an assist motor 30A (see FIG. 2 described later), and the motor 30A assists the rotation of the crank assembly 24. An example of the motor 30A is an electric motor. The rotation of the motor 30A is transmitted to the front sprocket via a speed reducer (not shown). For example, a one-way clutch is provided between the motor 30A and the front sprocket. This one-way clutch prevents the rider's pedaling force applied to the crank assembly 24 from being transmitted to the assist motor.

The auxiliary device 30 changes the output value, that is, the motor output of the motor 30A, by the control of the control device 50 described later. The motor output is an output value of the motor 30A, and in the present embodiment, it is at least one of the output ratio of the motor 30A and the output of the motor 30A. The output ratio of the motor 30A refers to the assist ratio of the motor 30A, and is the ratio of the output torque of the motor 30A to the torque (human power torque) applied to the crank assembly 24 (pedal 248) by the rider. Further, the output of the motor 30A refers to the output value itself of the motor 30A, for example, the output torque of the motor 30A. The higher the motor output, the higher the degree of assistance to the rider, and the less the burden on the rider. In addition to the control of the control device 50, the auxiliary device 30 may change the motor output by operating the rider on the operation device 42 described later.

The transmission 32 changes the output value, that is, the rotation ratio. The rotation speed is a ratio between the rotation speed of the crank assembly 24 and the rotation speed of the wheel 20, and more specifically, the rotation speed of the crank assembly 24 with respect to the rotation speed of the wheel 20. The rotation ratio is the ratio (gear ratio) of the number of gear teeth of the rear sprocket provided on the crank assembly 24 and around which the chain 28 is wound to the number of gear teeth of the rear sprocket provided on the wheel 20 and around which the chain 28 is wound. In other words, there is. If the rotation ratio is high, the number of rotations of the wheel 20 with respect to one rotation of the crank assembly 24 is high, so that the human-powered vehicle 10 per rotation of the crank by the rider has a large amount of travel, but the crank is rotated. The burden on the rider for this will increase. On the contrary, if the rotation ratio is low, the number of rotations of the wheel 20 with respect to one rotation of the crank assembly 24 is low, so that the amount of travel of the human-powered vehicle 10 per one rotation of the crank is small, but the burden on the rider is high. It gets smaller.

The transmission 32 includes a front derailleur 32a and a rear derailleur 32b. The front derailleur 32a is a device for winding the chain 28 around different front sprockets in the crank assembly 24. The rear derailleur 32b is a device for winding the chain 28 around different rear sprockets in the rear sprocket assembly 26. The front derailleur 32a and the rear derailleur 32b change the rotation ratio of the human-powered vehicle 10 by changing the front sprocket around which the chain 28 is wound or by changing the rear sprocket around which the chain 28 is wound. The transmission 32 drives the actuator 32A (see FIG. 3 described later) under the control of the control device 50 described later to change the front sprocket on which the chain 28 is wound, or the rear on which the chain 28 is wound. By changing the sprocket, the rotation ratio is changed. In addition to the control of the control device 50, the auxiliary device 30 may change the rotation ratio by operating the rider on the speed change operation device 42a described later. The transmission 32 may have a configuration that does not have the front derailleur 32a, that is, a configuration in which the number of front sprockets is only one.

The braking device 34 includes a front brake 34a and a rear brake 34b. The front brake 34a is a device for braking the front wheel 20a. The front brake 34a includes a brake shoe (brake pad). The front brake 34a causes friction when the brake shoe comes into contact with the brake surface on the side of the front wheel 21a, and the rotation of the front wheel 21a is slowed down. The rear brake 34b is a device for braking the rear wheel 20b. The rear brake 34b includes a brake shoe (brake pad). The rear brake 34b causes friction when the brake shoe comes into contact with the brake surface on the side of the rear wheel 20b, and the rotation of the rear wheel 20b is slowed down. The front brake 34a and the rear brake 34b are driven by the operation of the braking operation device 42b described later to move the brake shoes. The front brake 34a and the rear brake 34b are driven by a force transmitted from the braking operation device 42b via a wire or a hydraulic hose by the operation of the braking operation device 42b. However, the front brake 34a and the rear brake 34b may be electric brakes that are driven based on an electric signal or a wireless signal received from the braking operation device 42b. Further, the front brake 34a and the rear brake 34b are not limited to the rim brake, and may be, for example, a roller brake or a disc brake.

The suspension 36 includes a front suspension provided on the fork 16. The suspension 36 includes a damper. The suspension 36 damps the vibration by vibrating due to the vibration input to the front wheel 20a. The suspension 43 vibrates to suppress vibration transmitted from the front wheel 20a to the rider. For example, the suspension 36 can switch between an unlocked state in which the damper is operated and a locked state in which the damper is not operated. The suspension 36 may include a rear suspension that attenuates the vibration input to the rear wheel 20b.

The adjustable seatpost 38 is attached to the seat tube 12d. The adjustable seatpost 38 supports the saddle 18. The adjustable seatpost 38 is a device for adjusting the height of the saddle 18. The adjustable seatpost 38 can raise and lower the saddle 18 by providing two relatively slidable members. The adjustable seatpost 38 operates in response to, for example, an operation by the rider on the operating device 42 described later to adjust the height of the saddle 18. However, the adjustable seatpost 38 may be configured to automatically adjust the height of the saddle 18 according to, for example, a load on the saddle 18.

Further, as shown in FIG. 1, the human-powered vehicle 10 has an operating device 42. The operation device 42 is a mechanism for receiving the input (operation) of the rider. The operation device 42 causes the components of the human-powered vehicle 10, that is, the auxiliary device 30, the transmission 32, the braking device 34, the suspension 36, and the adjustable seatpost 38 to control the operation by the input of the rider. In the present embodiment, the operation device 42 includes a speed change operation device 42a, a braking operation device 42b, and an operation device 43c.

The speed change operation device 42a is a device for operating the transmission 32, and is attached to the handle 14. The speed change operation device 42a is connected to the transmission 32 so as to be capable of wired communication or wireless communication. The shift control device 42a includes a front shift control device (not shown) and a rear shift control device (not shown). When operated by the rider, for example, the front derailleur operation device transmits a signal including the operated information (shift up, shift down, etc.) to the front derailleur 32a. The front derailleur 32a operates an actuator based on the received signal to change the front sprocket around which the chain 28 is wound, thereby changing the rotation ratio. When operated by the rider, for example, the rear derailleur operation device transmits a signal including the operated information (shift up, shift down, etc.) to the rear derailleur 32b. The rear derailleur 32b operates an actuator based on the received signal to change the rear sprocket around which the chain 28 is wound, thereby changing the rotation ratio. In the present embodiment, the transmission 32 changes the rotation ratio by the control device 50 and the speed change operation device 42a, but the rotation ratio may be changed by at least one of the control device 50 and the speed change operation device 42a. good. As described above, the human-powered vehicle 10 may have only one front sprocket, and in this case, the front derailleur 32a is not provided.

The braking operation device 42b is a device for operating the braking device 34, and is attached to the handle 14. The braking operation device 42b includes a front brake operation device (not shown) and a rear brake operation device (not shown). When gripped by, for example, the rider, the front brake operating device transmits the force gripped by the rider to the front brake 34a via a wire or hydraulic hose. The front brake 34a drives the brake shoe by this transmitted force. When gripped by, for example, the rider, the rear brake operating device transfers the force gripped by the rider to the rear brake 34b via a wire or hydraulic hose. The rear brake 34b drives the brake shoe by this transmitted force. The braking operation device 42b may be an electric brake system in which information on the force gripped by the rider is transmitted to the braking device 34 as a signal, and the braking device 34 drives the brake shoe in response to the signal.

The operating device 42c is a device for operating the auxiliary device 30, the suspension 36, and the adjustable seatpost 38, and is attached to the handle 14. The operation device 42c includes an input unit such as a button or a touch panel that receives an operation from the rider. When the operating device 42c receives an operation for adjusting the motor output of the auxiliary device 30, it transmits a signal including the operated information (motor output information) to the auxiliary device 30. The auxiliary device 30 operates the motor 30A based on the received signal to change the motor output. Further, when the operating device 42c receives an operation for switching the state of the suspension 36, the operating device 42c transmits a signal including the operated information (locked state, etc.) to the suspension 36. The suspension 36 changes its height based on the received signal. Further, when the operating device 42c receives an operation for adjusting the height of the adjustable seatpost 38, the operating device 42c transmits a signal including the operated information (height information) to the adjustable seatpost 38. The adjustable seatpost 38 changes its height based on the received signal. Further, as described above, the auxiliary device 30 changes the motor output under the control of the control device 50. In the present embodiment, the auxiliary device 30 changes the motor output by the control device 50 and the operation device 42c, but the motor output may be changed by at least one of the control device 50 and the operation device 42c.

As described above, the operation device 42 has the speed change operation device 42a, the braking operation device 42b, and the operation device 43c, but may be an integrated device capable of operating all the components. Further, the operating device 42 may be configured to be able to operate a plurality of components, or may have a plurality of operating devices capable of operating one component.

Further, as shown in FIG. 1, the human-powered vehicle 10 has a battery 44 and a power generation unit 46. Have. The battery 44 is a rechargeable battery (secondary battery). The battery 44 is attached to, for example, the down tube 12c. The battery 44 is connected to and supplies power to the components, namely the auxiliary device 30, the transmission 32, the braking device 34, the suspension 36, and the adjustable seatpost 38. The auxiliary device 30, the transmission 32, the braking device 34, the suspension 36, and the adjustable seatpost 38 are driven by electric power from the battery 44. Further, the power generation unit 46 is a power generation mechanism that generates power by the operation of the human-powered vehicle 10. The power generation unit 46 is provided on at least one of the front wheel 20a and the rear wheel 20b, and is a dynamo (hub dynamo) that generates power as the front wheel 20a or the rear wheel 20b rotates. The power generation unit 46 supplies the generated electric power to the battery 44 and charges the battery 44. However, the human-powered vehicle 10 does not include the power generation unit 46, and may include only the battery 44 as the power supply source.

FIG. 2 is a block diagram of the control device according to the present embodiment. The control device 50 is a control device that controls the auxiliary device 30 and the transmission 32 to control the output values (motor output and rotation ratio) of the auxiliary device 30 and the transmission 32. However, the control device 50 may control at least one of the auxiliary device 30 and the transmission 32. The control device 50 is a device mounted on the human-powered vehicle 10, but is, for example, a terminal (smartphone or the like) carried by the rider, and may not be mounted on the human-powered vehicle 10. Further, the control device 50 may be a device separate from the auxiliary device 30 and the transmission 32, or may be provided in the auxiliary device 30 and the transmission 32, respectively. That is, the control device 50 may have a control device provided in the auxiliary device 30 to control the auxiliary device 30 and a control device provided in the transmission 32 to control the transmission 32. In the following description, it is assumed that one control device 50 controls both the auxiliary device 30 and the transmission 32. The control device 50 may operate by receiving power supply from the battery 44 or the power generation unit 46, or may include a battery different from the battery 44 or the power generation unit 46 and receive power supply from the battery. ..

The control device 50 controls the auxiliary device 30, more specifically, the motor 30A that assists the propulsion of the human-powered vehicle 10. As a result, the control device 50 controls the output value of the motor 30A, that is, the motor output. Then, the control device 50 controls the transmission 32 that changes the rotation speed between the rotation speed of the crank (crank assembly 24) and the rotation speed of the wheel 20. As a result, the control device 50 controls the rotation ratio by operating the transmission 32. As shown in FIG. 2, the control device 50 includes a communication unit 50a, a storage unit 50b, and a control unit 50c. The communication unit 50a is a mechanism for communicating with a device other than the control device 50, such as a sensor described later. The communication unit 50a may communicate with another device by wire communication, or may communicate with another device by wireless communication.

The storage unit 50b is a memory for storing various information such as calculation contents and program information of the control unit 50c. For example, a RAM (Random Access Memory), a ROM (Read Only Memory), and a flash memory (Flash Memory) are stored. Includes at least one of the external storage devices such as.

The control unit 50c is an arithmetic unit, that is, a CPU (Central Processing Unit). The control unit 50c calculates the degree of fatigue of the rider due to the operation of the human-powered vehicle 10 (the degree of fatigue described later), and controls at least one of the auxiliary device 30 and the transmission 32 based on the degree of fatigue. In the present embodiment, the control unit 50c includes an operation information detection unit 50c1, a stop information detection unit 50c2, a calculation unit 50c3, an estimation unit 50c4, and an operation control unit 50c5. The operation information detection unit 50c1, the stop information detection unit 50c2, the calculation unit 50c3, the estimation unit 50c4, and the operation control unit 50c5 are processed by reading the software (program) stored in the storage unit 50b, which will be described later. To execute. As described above, the operation information detection unit 50c1, the stop information detection unit 50c2, the calculation unit 50c3, the estimation unit 50c4, and the operation control unit 50c5 are realized by one hardware, that is, the control unit 50c. However, the operation information detection unit 50c1, the stop information detection unit 50c2, the calculation unit 50c3, the estimation unit 50c4, and the operation control unit 50c5 may be realized by different hardware.

The operation information detection unit 50c1 detects the operation information of the parts (components) mounted on the human-powered vehicle 10. The operation information is information indicating the operation status of the parts mounted on the human-powered vehicle 10, and what kind of operation the parts are performing or what kind of operation is input to the parts (for example, human-powered torque). Etc.). In the present embodiment, the operation information includes the human-powered torque acting on the human-powered vehicle 10 as the first operation information, and includes the crank rotation speed of the human-powered vehicle 10 as the second operation information. That is, in the present embodiment, the operation information detection unit 50c1 detects the human-powered torque and the crank rotation speed as operation information. The human-powered torque acting on the human-powered vehicle 10 is the torque acting on the crank assembly 24 when the rider applies (rows) a force to the pedal 248. The crank rotation speed of the human-powered vehicle 10 refers to the rotation speed of the crank assembly 24, and more specifically, the rotation speed (rotation speed per unit time) of the crank assembly 24. However, the operation information is not limited to the human power torque and the crank rotation speed, for example, the rotation of the wheel 20 (the rotation speed of the wheel 20 per unit time), the number of operations of the operating device 42, and the amount of power generated by the dynamo (power generation unit 46). , The amount of frictional heat generated between the brake shoe of the wheel 20 and the brake surface, the number of times the suspension 36 is swayed, the number of times the adjustable seatpost 38 is operated, and the like may be used. That is, the operation information includes the human torque, the crank rotation speed, the rotation of the wheel 20, the number of operations of the operating device 42, the amount of power generated by the dynamo (power generation unit 46), and the brake shoe and the brake surface of the wheel 20. It suffices to include at least one of the amount of frictional heat generated, the number of times the suspension 36 is swayed, and the number of times the adjustable seat post 38 is operated. Furthermore, it is preferable that the operation information is at least one of the human torque and the crank rotation speed. By using these information as the operation information, it is possible to more preferably estimate the fatigue state of the rider than, for example, the one using the mileage and the traveling time of the human-powered vehicle 10.

In the present embodiment, the operation information detection unit 50c1 detects the operation information by acquiring the operation information detected by the sensor provided in the human-powered vehicle 10 from the sensor via the communication unit 50a. That is, in the present embodiment, the human-powered vehicle 10 is provided with a torque sensor (not shown) for detecting human-powered torque and a rotation speed detection sensor (not shown) for detecting the crank rotation speed. The operation information detection unit 50c1 acquires the detection value of the human-powered torque as the operation information from the torque sensor, and acquires the detection value of the crank rotation speed as the operation information from the rotation speed detection sensor. However, the operation information detection unit 50c1 does not acquire the operation information from the sensor, but may be the sensor itself (here, the torque sensor and the rotation speed detection sensor) that detects the operation information.

When the operation information is the rotation of the wheel 20, the sensor is a sensor for detecting the rotation number of the wheel 20, and when the operation information is the number of operations of the operation device 42, the sensor is a rider to the operation device 42. It may detect the number of times of input of. Further, when the operation information is the amount of power generated by the dynamo (power generation unit 46), the sensor is a sensor that detects the amount of power generated, and the operation information is the amount of frictional heat generated between the brake shoe of the wheel 20 and the brake surface. In this case, the sensor may be a temperature sensor that detects frictional heat. Further, when the operation information is the number of swings of the suspension 36, the sensor detects the number of swings of the suspension 36, and when the operation information is the number of operations of the adjustable seatpost 38, the sensor is the adjustable seatpost. It may detect the number of operations of 38.

The operation information detection unit 50c1 acquires operation information, that is, human power torque and crank rotation speed at predetermined time intervals. That is, the sensor sequentially detects the operation information, and the operation information detection unit 50c1 acquires the operation information detected by the sensor at predetermined time intervals. In the present embodiment, the operation information detection unit 50c1 acquires the operation information each time the sensor detects the operation information. However, the operation information detection unit 50c1 may acquire a value based on a plurality of operation information detected by the sensor as the operation information. That is, for example, the operation information detection unit 50c1 acquires the maximum value of the human-powered torque for a predetermined time (between the acquisition of the input torque last time and the acquisition of the input torque this time) as the operation information, that is, the input torque. You may. Further, the operation information detection unit 50c1 may acquire the average value of the human-powered torque during a predetermined time as the operation information, that is, the input torque. Similarly, the crank rotation speed acquired by the operation information detection unit 50c1 may be, for example, the maximum value of the crank rotation speed (rotational speed) during a predetermined time, or the crank rotation during a predetermined time. It may be a number.

The stop information detection unit 50c2 shown in FIG. 2 detects the stop information of the human-powered vehicle 10. The stop information is information indicating the stop state of the operation of the human-powered vehicle 10. The stop information is not limited to the stop status of the running of the human-powered vehicle 10, and may be information indicating the stop status of at least a part of the parts of the human-powered vehicle 10, such as the rotation of the crank assembly 24 being stopped. .. In the present embodiment, the stop information is information on the stop time of the human-powered vehicle 10, that is, the time when the human-powered vehicle 10 is stopped. However, the stop information is not limited to the stop time of the human-powered vehicle 10, for example, the pedaling stop time of the human-powered vehicle 10 (the time during which the crank assembly 24 of the human-powered vehicle 10 does not rotate), and the power of the human-powered vehicle 10 is turned off. Time, the number of times the human-powered vehicle 10 is switched between stop and departure, the number of times the power of the human-powered vehicle 10 is switched on and off, and the start of rotation of the crank (crank assembly 24) of the human-powered vehicle 10. It may be the number of times of switching between and stop of rotation. That is, the stop information includes the stop time of the human-powered vehicle 10, the pedaling stop time of the human-powered vehicle 10, the time when the power of the human-powered vehicle 10 is off, and the stop and departure of the human-powered vehicle 10. At least one of the number of switches, the number of times the power of the human-powered vehicle 10 is switched on and off, and the number of times the crank (crank assembly 24) of the human-powered vehicle 10 is switched between starting and stopping rotation. You can include it. The power source of the human-powered vehicle 10 is, for example, the power source of the battery 44 that supplies electric power to each component. That is, when the power of the human-powered vehicle 10 is turned on, each component becomes operable, and when the power of the human-powered vehicle 10 is turned off, each component becomes inoperable. The number of times the human-powered vehicle 10 is switched between stopping and departing is, for example, the number of times the human-powered vehicle 10 is switched from the traveling state to the stopped state, but is the number of times the vehicle is switched from the stopped state to the traveling state. It may refer to at least one of the number of times the state is switched from the progressing state to the stopping state. The number of times the crank rotation of the human-powered vehicle 10 is switched between the start and stop of rotation is the number of times the rotation state is switched to the stop state, and the number of times the rotation state is switched to the stop state and the stop state. It may refer to at least one of the number of times the state of switching from the state of doing to the state of rotating. By using these as the stop information, it is possible to more preferably estimate the fatigue recovery state of the rider than, for example, the one using the mileage of the human-powered vehicle 10.

In the present embodiment, the stop information detection unit 50c2 detects the stop information by acquiring the detection value detected by the sensor provided in the human-powered vehicle 10 from the sensor via the communication unit 50a. .. That is, in the present embodiment, the human-powered vehicle 10 is provided with, for example, a speed sensor, and the speed sensor sequentially detects the speed of the human-powered vehicle 10. The stop information detection unit 50c2 sequentially acquires the speed detection value of the human-powered vehicle 10 from the speed sensor. The stop information detection unit 50c2 detects the time when the human-powered vehicle 10 is stopped (the speed is zero) from the speed detection value as stop information, that is, the stop time of the human-powered vehicle 10. However, the stop information detection unit 50c2 does not acquire the stop information based on the detection value from the sensor, but may be the sensor itself that detects the stop information.

When the stop information is the pedaling stop time, the sensor detects the rotation speed of the crank assembly 24, and the stop information detection unit 50c2 stops the time when the crank assembly 24 is stopped based on the detected value. Detect as information. When the stop information is the time when the power is turned off, the stop information detection unit 50c2 backs up, for example, the time between the time immediately before the power is turned off and the time when the power is newly turned on. It is acquired as stop information from the time sensor and other devices that were operated by the power supply. When the stop information is the number of times of switching between the stop and the departure of the human-powered vehicle 10, the stop information detection unit 50c2 switches between the stop and the departure of the human-powered vehicle 10 from the detection value of the speed sensor of the human-powered vehicle 10. The number of times is calculated as stop information. When the stop information is the number of times the power is switched on and off, the stop information detection unit 50c2 detects the number of times the power is switched on and off as the stop information. When the stop information is the number of times of switching between the start of rotation of the crank and the stop of rotation, the stop information detection unit 50c2 starts the rotation of the crank and stops the rotation from the detection result of the rotation speed of the crank assembly 24 by the sensor. The number of switching to and is detected as stop information.

The calculation unit 50c3 shown in FIG. 2 calculates the fatigue accumulation value of the rider based on the operation information detected by the operation information detection unit 50c1. The fatigue accumulation value is a value that is an index indicating how much the rider is tired from driving the human-powered vehicle 10. The calculation unit 50c3 calculates the fatigue accumulation value by integrating the values of the operation information. The calculation unit 50c3 sequentially integrates the values of the operation information detected (acquired) by the operation information detection unit 50c1 at predetermined time intervals, and calculates the fatigue accumulation value. Therefore, the fatigue accumulation value is sequentially updated by adding the value of the operation information each time the operation information is detected.

In the present embodiment, the calculation unit 50c3 calculates the fatigue accumulation value based on the value of the human torque as the first operation information and the value of the crank rotation speed as the second operation information. In the present embodiment, the calculation unit 50c3 calculates the fatigue value based on the value of the human power torque and the value of the crank rotation speed for each predetermined time, that is, for each time when the operation information is acquired. Each time the calculation unit 50c3 calculates the fatigue value, the fatigue value calculated so far is integrated and calculated as a fatigue accumulation value. Here, the fatigue value is a value calculated at predetermined time intervals, and is calculated using the value of the human torque and the value of the crank rotation speed at each predetermined time. For example, the fatigue value is the power of the human-powered vehicle 10. The calculation unit 50c3 calculates the power as a fatigue value by multiplying the value of the detected human power torque and the value of the crank rotation speed, and calculates the value obtained by integrating the power as the fatigue accumulation value. That is, the fatigue accumulation value here corresponds to the accumulated work amount.

However, the fatigue value is not limited to the work rate, and the fatigue integrated value is not limited to the amount of work. For example, the fatigue value may be the heat consumption (calorie consumption) of the rider in a predetermined time or the energy consumption of the rider in a predetermined time. The heat consumption amount and the energy consumption can be calculated based on the operation information, for example, the value of the human power torque and the value of the crank rotation speed, and may be further calculated based on other operation information. When the fatigue value is the heat consumption in a predetermined time, the fatigue integrated value is the integrated value of the heat consumption, and when the fatigue value is the energy consumption in the predetermined time, the fatigue integrated value is the integrated value of the energy consumption. .. The fatigue value does not have to be calculated based only on the human torque and the crank rotation speed, may be calculated based on other operation information, or may be calculated based on arbitrary operation information. That is, the calculation unit 50c3 has a fatigue value, in this case, at least one of the rider's heat consumption and power (or the rider's heat consumption) based on the first operation information and the second operation information. At least one of energy consumption and power) may be calculated. In this case, the first operation information is not limited to the human-powered torque and may be other operation information. Similarly, the second operation information is not limited to the crank rotation speed and may be other operation information.

Furthermore, the fatigue value does not have to be a value calculated based on a plurality of operation information, but may be one operation information. For example, the fatigue value may be the value of the human-powered torque as the operation information, and the fatigue integrated value in this case is the integrated value of the human-powered torque. Further, for example, the fatigue value may be the crank rotation speed as operation information, and the fatigue integrated value in this case is the integrated value of the crank rotation speed, that is, the total rotation speed of the crank assembly 24 so far. As described above, the fatigue value and the fatigue integrated value are arbitrary as long as they are values calculated based on the motion information, and may be any value as an index indicating the fatigue of the rider. However, the integrated fatigue value is preferably at least one of an integrated value of human power torque, an integrated value of crank rotation speed, an integrated value of power (work amount), and an integrated value of heat consumption.

As described above, the fatigue integrated value is a value obtained by integrating the values of the motion information, and the value becomes larger as the load of the rider, that is, the motion information is integrated. Further, the fatigue value or the fatigue integrated value may be adjusted based on the temperature and humidity of the surrounding environment of the human-powered vehicle 10. In this case, for example, a temperature sensor or a humidity sensor is attached to the human-powered vehicle 10 or the rider. The calculation unit 50c3 may correct the fatigue value or the fatigue integrated value based on the detected values of the air temperature and the humidity detected by the air temperature sensor and the humidity sensor. In this case, the calculation unit 50c3 corrects so that, for example, the higher the temperature or humidity, the higher the fatigue value or the fatigue integration value.

FIG. 3 is a graph showing an example of the fatigue integrated value for each time. The line segment L1 in FIG. 3 shows an example of the fatigue integrated value for each hour. The fatigue integrated value is the amount of work obtained by integrating the fatigue values calculated at predetermined time intervals. Therefore, when the rider continues to drive the human-powered vehicle 10, the fatigue integrated value increases with the passage of time. In the example of FIG. 3, the rider starts the operation of the human-powered vehicle 10 from time t0 (starts to apply human-powered torque to the crank assembly 24), and continuously drives the human-powered vehicle 10 until time t1. Therefore, the fatigue integrated value gradually increases from time t0 to time t1. Then, the rider has stopped the traveling of the human-powered vehicle 10 from the time t1 to the time t2, and is not working from the time t1 to the time t2. Therefore, from time t1 to time t2, the fatigue value becomes zero. Therefore, the fatigue integrated value does not increase from time t1 to time t2 and is a constant value. Since the rider restarts the operation of the human-powered vehicle 10 from the time t2 from the time t2, the fatigue integrated value increases again from the time t2. The fatigue integrated value in FIG. 3 is an example. For example, the fatigue integrated value does not necessarily increase linearly from time t0 to time t1 or after time t2, and may increase, for example, in a curved line according to operation information such as human power torque.

Further, the calculation unit 50c3 calculates the fatigue recovery degree (fatigue recovery value) based on the stop information detected by the stop information detection unit 50c2. The fatigue recovery degree is a value that is an index indicating how much fatigue has been recovered by the rider by stopping the operation of the human-powered vehicle 10. The calculation unit 50c3 calculates the degree of fatigue recovery based on the stop information and a predetermined fatigue recovery constant. In the present embodiment, the calculation unit 50c3 calculates a value obtained by multiplying the stop information and the fatigue recovery constant as the fatigue recovery degree. That is, when the stop information is time (stop time, etc.), the fatigue recovery degree is a value obtained by integrating the fatigue recovery constants for the time of the stop information, and is a value indicating fatigue recovery for that time. If the stop information is the number of times (such as the number of times the vehicle is switched between stop and departure), the fatigue recovery degree is a value obtained by integrating the fatigue recovery constants for the number of times, and is a value indicating fatigue recovery for that number of times. .. The fatigue recovery constant is a value preset by the control device 50, and may be set according to the age and gender of the rider. Further, the fatigue recovery constant may be set by the rider himself. Further, the fatigue recovery constant may be set based on the detection result of the air temperature sensor or the humidity sensor, that is, the air temperature or the humidity. For example, the higher the temperature or the humidity, the lower the fatigue recovery constant may be. Since the fatigue recovery degree is calculated in this way, the value increases as the time and number of times in the stop information increases.

The line segment L2 in FIG. 3 indicates the degree of fatigue recovery. In the example of FIG. 3, the human-powered vehicle 10 is stopped between the time t1 and the time t2. Therefore, in the example of FIG. 3, the fatigue recovery degree is continuously counted from the time t1 to the time t2. However, since the value of the fatigue recovery degree depends on the stop information, it is not limited to a value that is uniformly counted from the time t1 to the time t2 as shown in the example of FIG. For example, when the number of times of switching between stop and departure is used as stop information, the fatigue recovery degree may be counted intermittently each time the switch between car and departure is detected. Further, when the time when the power is off is set as the stop information, the stop information is detected after the power is newly turned on. Therefore, in this case, the fatigue recovery degree is counted at the timing when the power is newly turned on.

The estimation unit 50c4 shown in FIG. 2 estimates the fatigue state of the rider based on the calculation result of the calculation unit 50c3, that is, the fatigue integrated value. The fatigue state is an index showing how tired the rider is due to the driving of the human-powered vehicle 10. The estimation unit 50c4 estimates the fatigue state based on the fatigue integrated value. As described above, the fatigue integrated value is a value calculated by integrating the operation information. Therefore, it can be said that the estimation unit 50c4 estimates the fatigue state of the rider by integrating the operation information detected from the operation information detection unit 50c1. Further, as described above, the operation information includes the first operation information (human power torque in the example of the present embodiment) and the second operation information (crank rotation speed in the example of the present embodiment). Therefore, it can be said that the estimation unit 50c4 estimates the fatigue state of the rider based on the first motion information and the second motion information. Further, as described above, the calculation unit 50c3 calculates at least one of the fatigue value, here, the heat consumption of the rider and the power, based on the first operation information and the second operation information. .. Therefore, it can be said that the estimation unit 50c4 estimates the rider's fatigue state based on at least one of the rider's heat consumption and power.

Further, the estimation unit 50c4 estimates the fatigue recovery state of the rider based on the fatigue recovery degree. The fatigue recovery state is an index showing how much the rider has recovered from the fatigue by stopping the operation of the human-powered vehicle 10. Since the estimation unit 50c4 estimates the fatigue recovery state based on the fatigue recovery degree, it can be said that the fatigue recovery state of the rider is estimated according to the stop information detected from the stop information detection unit 50c2. As described above, the calculation unit 50c3 may calculate the degree of fatigue based on at least one of the fatigue accumulation value and the fatigue recovery value. Therefore, the estimation unit 50c4 integrates the detection information (that is, at least one of the operation information and the stop information) detected from at least one of the operation information detection unit 50c1 and the stop information detection unit 50c2, thereby causing the rider's fatigue state and fatigue. At least one of the recovery states may be estimated. The estimation unit 50c4 estimates both the fatigue state and the fatigue recovery state. For example, the operation information estimation unit for estimating the fatigue state and the stop information estimation unit for estimating the fatigue recovery state are used as heartware. It may be divided into two.

More specifically, the estimation unit 50c4 calculates the fatigue degree of the rider based on the fatigue integrated value and the fatigue recovery degree. The degree of fatigue is a value obtained by subtracting the degree of recovery from fatigue from the accumulated fatigue value. Therefore, the degree of fatigue is a value obtained by subtracting the degree of recovery caused by the suspension of driving from the degree of fatigue accumulated by the rider by driving the human-powered vehicle 10, and is a value indicating the current state of fatigue of the rider in anticipation of recovery. You can say that. Therefore, it can be said that the degree of fatigue is a numerical value of the rider's fatigue state and fatigue recovery state. In other words, it can be said that the estimation unit 50c4 estimates that the fatigue recovery state is estimated and the fatigue degree is reduced according to the fatigue recovery degree of the fatigue recovery state.

FIG. 4 is a graph showing an example of the degree of fatigue for each time. The line segment L3 in FIG. 4 shows an example of hourly exhaustion. The fatigue degree is a value obtained by subtracting the fatigue recovery degree from the fatigue integrated value shown in the line segment L1. In this example, the human-powered vehicle 10 is stopped from time t1 to time t2. Therefore, the fatigue degree becomes the same value as the fatigue integrated value from the time t0 to the time t1, and gradually decreases by the amount obtained by subtracting the fatigue recovery degree from the time t1 to the time t2. Then, from time t3, it increases in the same manner as the fatigue integrated value. However, the degree of fatigue shown in FIG. 4 is also an example, and differs depending on the integrated fatigue value and the degree of recovery from fatigue. Further, when the value of the stop information is larger than the predetermined value, for example, the stop time of the human-powered vehicle 10 is one day, the estimation unit 50c4 considers that the fatigue is completely recovered and resets the fatigue degree to zero. good.

In this way, the estimation unit 50c4 calculates the fatigue degree of the rider based on the fatigue integrated value and the fatigue recovery degree. Therefore, when the estimation unit 50c4 estimates the fatigue recovery state, it can be said that the fatigue degree is estimated to be reduced according to the fatigue recovery degree in the fatigue recovery state. However, the estimation unit 50c4 may use at least one of the fatigue integrated value and the fatigue recovery degree in calculating the fatigue degree. When only the fatigue integrated value is used, the fatigue degree becomes the same value as the fatigue integrated value. Even in this case, since the degree of fatigue is taken into consideration, the motor 30A can be appropriately controlled according to the rider's condition. When only the fatigue recovery degree is used, the fatigue degree may be, for example, a value obtained by subtracting the fatigue recovery degree from a predetermined set value (estimated fatigue value). Even in this case, since the degree of recovery from fatigue is taken into consideration, the motor 30A can be appropriately controlled according to the rider's condition.

Based on the fatigue degree calculated in this way, the estimation unit 50c4 determines an output value, more specifically, at least one value of the motor output of the auxiliary device 30 and the rotation ratio of the transmission 32. First, the case of determining the motor output will be described.

The storage unit 50b stores a table relating to the degree of fatigue in the fatigue state as the first storage unit. The table relating to the degree of fatigue is a table in which the degree of fatigue and the output value (here, the motor output) determined based on the degree of fatigue are linked. After calculating the fatigue level, the estimation unit 50c4 reads out a table related to the fatigue level from the storage unit 50b. The estimation unit 50c4 collates the estimated fatigue state (calculated fatigue degree) with the fatigue degree stored in the table. The estimation unit 50c4 determines the motor output based on the fatigue level in the table corresponding to the calculated fatigue state, that is, the fatigue level in the table corresponding to the calculated fatigue level. In the present embodiment, when the calculated fatigue level is less than the predetermined fatigue level threshold value in the table, the estimation unit 50c4 keeps the motor output at the current value, and the calculated fatigue level is equal to or higher than the predetermined fatigue level threshold value. If so, increase the motor output. This predetermined fatigue threshold is a predetermined threshold of fatigue in the table. In other words, it can be said that the estimation unit 50c4 determines the motor output based on the predetermined fatigue threshold value stored in the storage unit 50b. Further, a plurality of predetermined fatigue threshold values may be provided so that the motor output may be determined to be different stepwise. For example, in the table relating to the degree of fatigue, the degree of fatigue is divided into a plurality of numerical values, and motor outputs having different values are associated with each of the divided numerical ranges. The estimation unit 50c4 determines that the motor output is stepwise different depending on which numerical range the calculated fatigue level belongs to. In this case, it can be said that a plurality of predetermined fatigue threshold values are set for each boundary of a plurality of numerical ranges.

FIG. 5 is a graph illustrating the relationship between the degree of fatigue and the motor output. In the example of FIG. 5, the estimation unit 50c4 has a case where the current motor output is W1 and the calculated fatigue degree is less than A1 (first predetermined fatigue degree threshold value) as shown in the line segment L10a. The motor output remains W1. Further, the estimation unit 50c4 determines that the motor output is increased to W2 when the current motor output is W1 and the calculated fatigue degree is A1 or more. Then, after increasing the motor output to W2, the estimation unit 50c4 keeps the motor output at W2 when the calculated fatigue degree is A1 or more and less than A2 (second predetermined fatigue degree threshold value). After increasing the motor output to W2, the estimation unit 50c4 determines to increase the motor output to W3 when the calculated fatigue level is A2 or more, and when the calculated fatigue level is less than A1, the motor output is determined. Is determined to be reduced to W1. Further, after increasing the motor output to W3, the estimation unit 50c4 keeps the motor output at W3 when the calculated fatigue degree is A2 or more and less than A3 (third predetermined fatigue degree threshold value). After increasing the motor output to W3, the estimation unit 50c4 determines to increase the motor output to W4 if the calculated fatigue level is A3 or higher, and if the calculated fatigue level is less than A2, the motor output is determined. Is determined to be reduced to W2. The example of FIG. 5 is an example, and the number and values of predetermined fatigue thresholds (A1 to A3 in the example of FIG. 5) can be arbitrarily set, and the value of the motor output to be changed (example of FIG. 5). Then, W1 to W4) can be set arbitrarily. Further, the estimation unit 50c4 is not limited to changing the motor output stepwise according to the degree of fatigue in this way, and continuously changes the motor output according to the degree of fatigue, for example, as shown in the line segment L10b. You may.

Next, a case where the rotation ratio of the transmission 32 is determined will be described. After calculating the fatigue level, the estimation unit 50c4 reads out a table relating to the fatigue level in the fatigue state from the storage unit 50b. The table on the degree of fatigue associates the degree of fatigue with the output value determined based on the degree of fatigue, here the rotation ratio. The estimation unit 50c4 collates the estimated fatigue state, that is, the calculated fatigue degree with the fatigue degree stored in the table. The estimation unit 50c4 determines the rotation ratio (output value) associated with the fatigue degree in the table that matches the calculated fatigue degree as the rotation ratio to be set. The estimation unit 50c4 determines the rotation ratio based on the degree of fatigue in the table corresponding to the calculated fatigue state, that is, the degree of fatigue in the table corresponding to the calculated degree of fatigue. In the present embodiment, when the calculated fatigue level is less than the predetermined fatigue level threshold value in the table, the estimation unit 50c4 keeps the rotation ratio at the current value, and the calculated fatigue level is equal to or higher than the predetermined fatigue level threshold value. If so, lower the turnover ratio. In other words, it can be said that the estimation unit 50c4 determines the rotation ratio based on the predetermined fatigue threshold value stored in the storage unit 50b. Further, a plurality of predetermined fatigue threshold values may be provided and the rotation ratio may be determined to be different stepwise. For example, in the table relating to the degree of fatigue, the degree of fatigue is divided into a plurality of numerical ranges, and rotation ratios of different values are associated with each of the divided numerical ranges. The estimation unit 50c4 determines that the rotation ratio is stepwise different depending on which numerical range the calculated fatigue degree belongs to. In this case, it can be said that a plurality of predetermined fatigue threshold values are set for each boundary of a plurality of numerical ranges.

FIG. 6 is a graph illustrating the relationship between the degree of fatigue and the rotation ratio. In the example of FIG. 6, the estimation unit 50c4 has a case where the current rotation ratio is W11 and the calculated fatigue degree is less than B1 (first predetermined fatigue degree threshold value) as shown in the line segment L20a. The rotation ratio remains W11. Further, the estimation unit 50c4 determines that the rotation ratio is reduced to W12 when the current rotation ratio is W11 and the calculated fatigue degree is B1 or more. Then, after reducing the rotation ratio to W12, the estimation unit 50c4 keeps the rotation ratio at W12 when the calculated fatigue degree is B1 or more and less than B2 (second predetermined fatigue degree threshold value). After reducing the rotation ratio to W12, the estimation unit 50c4 determines to reduce the rotation ratio to W13 when the calculated fatigue degree is B2 or more, and when the calculated fatigue degree is less than B1, the rotation ratio. To W11. Further, after reducing the rotation ratio to W13, the estimation unit 50c4 keeps the rotation ratio at W13 when the calculated fatigue degree is B2 or more and less than B3 (third predetermined fatigue degree threshold value). After reducing the rotation ratio to W13, the estimation unit 50c4 determines to reduce the rotation ratio to W14 when the calculated fatigue level is B3 or higher, and when the calculated fatigue level is less than B2, the rotation ratio is reduced. To W12. The example of FIG. 5 is an example, and the number and value of the predetermined fatigue thresholds (B1 to B3 in the example of FIG. 5) can be arbitrarily set, and the value of the rotation ratio to be changed (in the example of FIG. 5). W11 to W14) can also be set arbitrarily. Further, the estimation unit 50c4 is not limited to changing the rotation ratio stepwise according to the degree of fatigue in this way, and continuously changes the rotation ratio according to the degree of fatigue as shown in the line segment L20b. May be good.

The operation control unit 50c5 shown in FIG. 2 controls the motor 30A of the auxiliary device 30 so that the estimation unit 50c4 has a motor output determined based on the degree of fatigue. That is, in the example of FIG. 5, when the current motor output is W1 and the fatigue level calculated by the estimation unit 50c4 is less than A1, the operation control unit 50c5 keeps the motor output at W1. When the fatigue degree calculated by the estimation unit 50c4 is A1 or more, the motor output is increased to W2.

In other words, it can be said that the operation control unit 50c5 controls the motor 30A according to the fatigue state estimated from the estimation unit 50c4. Further, it can be said that the operation control unit 50c5 controls the motor 30A according to the fatigue recovery state estimated from the estimation unit 50c4. That is, it can be said that the operation control unit 50c5 controls the motor 30A according to the fatigue state and the fatigue recovery state estimated from the estimation unit 50c4. However, the operation control unit 50c5 may control the motor 30A according to at least one of a fatigue state and a fatigue recovery state.

Further, as described above, the estimation unit 50c4 determines the motor output based on the calculated fatigue level, that is, the fatigue state and the fatigue level in the table corresponding to the calculated fatigue level. Therefore, the operation control unit 50c5 controls the motor 30A based on the fatigue state estimated by the estimation unit 50c4 (fatigue degree calculated by the estimation unit 50c4) and the fatigue degree in the table corresponding to the estimated fatigue state. It can be said that. When the fatigue level calculated by the estimation unit 50c4 is less than the predetermined fatigue threshold value, the operation control unit 50c5 does not change the motor output according to the fatigue state. When the fatigue level calculated by the estimation unit 50c4 is equal to or higher than the predetermined fatigue threshold value, the operation control unit 50c5 increases the motor output according to the fatigue state. Further, the operation control unit 50c5 reduces the motor output when the fatigue degree becomes low after the fatigue degree becomes equal to or higher than a predetermined fatigue degree threshold value. That is, when the fatigue degree becomes low due to the fatigue recovery state being estimated based on the stop information after the fatigue degree becomes equal to or higher than the predetermined fatigue degree threshold value, the operation control unit 50c5 has a motor output (motor 30A). Output or output ratio) is reduced.

Further, the operation control unit 50c5 controls the actuator 32A of the transmission 32 so that the rotation ratio determined by the estimation unit 50c4 based on the degree of fatigue. That is, in the example of FIG. 5, when the current rotation ratio is W11 and the fatigue degree calculated by the estimation unit 50c4 is less than B1, the operation control unit 50c5 keeps the rotation ratio at W11. When the fatigue degree calculated by the estimation unit 50c4 is B1 or more, the rotation ratio is reduced to W12.

In other words, it can be said that the operation control unit 50c5 controls the transmission 32 according to the fatigue state and the fatigue recovery state estimated from the estimation unit 50c4. Further, when the fatigue degree is calculated based on the fatigue recovery degree, not based on the fatigue integrated value, it can be said that the operation control unit 50c5 controls the transmission 32 according to the fatigue recovery state. Further, as described above, the estimation unit 50c4 determines the rotation ratio based on the calculated fatigue level, that is, the fatigue state and the fatigue level in the table corresponding to the calculated fatigue level. Therefore, the operation control unit 50c5 controls the rotation ratio based on the fatigue state estimated by the estimation unit 50c4 (fatigue degree calculated by the estimation unit 50c4) and the fatigue degree in the table corresponding to the estimated fatigue state. It can be said that. When the fatigue level calculated by the estimation unit 50c4 is less than a predetermined fatigue threshold value (for example, B1 in FIG. 6), the operation control unit 50c5 does not control the rotation ratio, that is, does not change the rotation ratio. When the fatigue level calculated by the estimation unit 50c4 is equal to or higher than a predetermined fatigue threshold value (for example, B1 in FIG. 6), the operation control unit 50c5 reduces the rotation ratio according to the fatigue state. Further, the operation control unit 50c5 controls the transmission 32 so that the rotation ratio becomes large when the fatigue degree becomes low after the fatigue degree becomes equal to or higher than a predetermined fatigue degree threshold value (for example, B1 in FIG. 6). do. That is, when the fatigue degree of the operation control unit 50c5 becomes lower than the predetermined fatigue threshold value and then the fatigue recovery state is estimated based on the stop information, the rotation ratio becomes larger. The transmission 32 is controlled in such a manner. Further, since the operation control unit 50c5 controls both the motor 30A and the transmission 32, it can be said that the motor 30A and the transmission 32 are controlled according to the fatigue state. However, the operation control unit 50c5 may control at least one of the motor 30A and the transmission 32 according to the fatigue state.

In the above, the control of the motor output and the control of the rotation ratio by the operation control unit 50c5 have been described separately, but the operation control unit 50c5 may control both the motor output and the rotation ratio. In this case, when the fatigue level is equal to or higher than a predetermined fatigue level threshold value (for example, A1 in FIG. 5 or B1 in FIG. 6), the operation control unit 50c5 sets the motor output to a predetermined value (W2 in FIG. 5) according to the fatigue level. The transmission 32 may be controlled so as to be high and the rotation ratio is small.

However, when the control device 50 controls the transmission 32 without controlling the motor 30A, it is preferable to control the transmission 32 at least according to the fatigue recovery state. That is, in this case, the control device 50 estimates the fatigue recovery state according to the stop information detected by the stop information detection unit 50c2, and the operation control unit 50c5 shifts gears according to the fatigue recovery state. It is preferable to control the machine 32. In this case, the storage unit 50b stores a table related to the fatigue recovery degree in the fatigue recovery state as the second storage unit, and the operation control unit 50c5 stores the fatigue recovery state (calculated fatigue recovery degree) estimated by the estimation unit 50c4. ) And the degree of recovery in the table corresponding to the estimated fatigue recovery state, it can be said that the turnover ratio is controlled.

The control device 50 controls the motor 30A of the auxiliary device 30 and the transmission 32 in this way. An example of the flow of control by the control device 50 as described above will be described with reference to the flowchart. FIG. 7 is a flowchart illustrating a flow of control by the control device. As shown in FIG. 7, the control device 50 acquires operation information by the operation information detection unit 50c1 (step S10), and acquires stop information by the stop information detection unit 50c2 (step S12). After acquiring the operation information and the stop information, the control device 50 calculates the fatigue accumulation value based on the operation information by the calculation unit 50c3, and calculates the fatigue recovery value based on the stop information (step S14). After calculating the fatigue accumulation value and the fatigue recovery value, the control device 50 calculates the fatigue degree based on the fatigue accumulation value and the fatigue recovery value by the estimation unit 50c4. (Step S16), in other words, the estimation unit 50c4 estimates the fatigue state and the fatigue recovery state based on the fatigue accumulation value and the fatigue recovery value. After calculating the fatigue level, the control device 50 determines whether the fatigue level is equal to or higher than the predetermined fatigue level threshold value by the estimation unit 50c4 (step S18). The estimation unit 50c4 determines that the motor output of the auxiliary device 30 is increased when the fatigue degree is equal to or higher than the predetermined fatigue degree threshold value, and increases the motor output of the auxiliary device 30 when the fatigue degree is less than the predetermined fatigue degree threshold value. Judge to keep it as it is without letting it. Further, the estimation unit 50c4 determines that the rotation ratio of the transmission 32 is lowered when the fatigue degree is equal to or higher than the predetermined fatigue degree threshold value, and when the fatigue degree is less than the predetermined fatigue degree threshold value, the rotation ratio of the transmission 32 is reduced. It is judged that it will be kept as it is without lowering. Therefore, when the fatigue degree is equal to or higher than the predetermined fatigue degree threshold value (step S18; Yes), the control device 50 increases the motor output of the auxiliary device 30 or decreases the rotation ratio of the transmission 32 by the operation control unit 50c5. (Step S20). When the fatigue level is not equal to or higher than the predetermined fatigue level threshold value (step S18; No), that is, when the fatigue level is less than the predetermined threshold value, the control device 50 is subjected to the motor output of the auxiliary device 30 or the speed change by the operation control unit 50c5. The rotation ratio of the machine 32 is kept unchanged (step S22). After step S20 or step S22, the control device 50 determines whether to update the fatigue degree (step S24), and when updating the fatigue degree (step S24; Yes), returns to step S10 and is updated and detected. Acquires operation information and stop information, and continues the subsequent processing. The determination of whether to update the fatigue level is performed based on, for example, whether a predetermined time has elapsed, and it is determined that the fatigue level is updated, for example, after a predetermined time has elapsed. If the fatigue level is not updated (step S24; No), the control device 50 determines whether to end the process (step S26), and if the process is not completed (step S26; No), returns to step S24 and ends the process. If this is the case (step S26; Yes), this process is terminated.

As described above, the control device 50 according to the present embodiment estimates the fatigue state from the operation information, and controls the motor 30A and the transmission 32 based on the fatigue state, in other words, the calculated fatigue degree. do. The control device 50 estimates the degree of fatigue of the rider based on the fatigue state, and controls the motor 30A and the transmission 32 based on the fatigue state. Therefore, the control device 50 appropriately controls the motor 30A and the transmission 32 according to the state of the rider. can. That is, when the rider's fatigue is accumulated, that is, when the degree of fatigue is high, the control device 50 increases the motor output of the motor 30A or decreases the rotation ratio of the transmission 32 to reduce the rider's rotation ratio. The burden on driving can be reduced. Further, the control device 50 calculates a fatigue recovery state, that is, a fatigue recovery value from the stopped state, corrects the fatigue degree based on the calculated fatigue recovery value, and controls the motor 30A and the transmission 32. Therefore, the control device 50 can control the motor 30A and the transmission 32 in consideration of the recovery condition of the rider's fatigue, and the motor 30A and the transmission 32 can be more appropriately controlled according to the rider's condition. Can be controlled.

Further, the control device 50 may perform control in which the control of the motor output of the auxiliary device 30 and the control of the rotation ratio of the transmission 32 are combined. FIG. 8 is a graph illustrating an example of control between the auxiliary device and the transmission. The control device 50 increases the motor output of the auxiliary device 30 as the degree of fatigue increases. For example, in the example of FIG. 8, when the degree of fatigue becomes A3 or more, the control device 50 sets the motor output of the auxiliary device 30 to W4. The control device 50 raises the motor output to a predetermined value (W4 in this case), and then when the fatigue level further rises to A4 or higher, the control device 50 lowers the motor output while lowering the rotation ratio of the transmission 32. In the example of FIG. 8, when the degree of fatigue becomes A4 or more, the control device 50 reduces the motor output to W1 and lowers the rotation ratio of the transmission 32. In the present embodiment, when the degree of fatigue becomes A4 or higher, the rotation ratio is lowered after the motor output is lowered. However, the control device 50 does not have to reduce the motor output and the rotation ratio in this order, and may, for example, simultaneously reduce the motor output and the rotation ratio. When the fatigue level further increased from A4 after lowering the motor output and the rotation ratio, the control device 50 kept the rotation ratio lowered as in the case where the fatigue degree was A1 to A4. As it is, the motor output is gradually increased. Then, when the motor output reaches a predetermined value (W4 in this case) again, the rotation ratio of the transmission 32 is further reduced, the motor output is also lowered, and the same control is performed thereafter.

The predetermined value (W4) of the motor output here is the upper limit value of the motor output. If the motor output is increased to the upper limit, the motor output cannot be increased any more, so that the burden on the rider may not be reduced. In this case, by lowering the motor output while lowering the rotation ratio, the increase in the load on the rider is suppressed by lowering the rotation ratio, and by lowering the motor output, there is room for further increase in the motor output. By leaving it, the burden on the rider can be reduced when fatigue accumulates. Further, by lowering the motor output while lowering the rotation ratio, it is possible to suppress a sudden increase in the power of the human-powered vehicle 10 due to the lowering of the rotation ratio, and to smooth the power change. The predetermined value (W4) of the motor output, which is the threshold value for lowering the rotation ratio, is not limited to the upper limit value of the motor output, and can be arbitrarily set. Further, in the example of FIG. 8, the motor output is reduced to W1, but the amount of reduction of the motor output is arbitrary, and for example, the motor output may be reduced to W2 or W3. Further, the degree of decrease in the rotation ratio is also arbitrary.

Further, when the degree of fatigue is reduced, the control device 50 performs control of the motor output and the rotation ratio in combination as follows. That is, for example, in FIG. 8, when the motor output is a predetermined value (W1 in this case) and the fatigue degree is further lowered (here, the fatigue degree is changed from A4 or more to less than A4), the control device. 50 increases the motor output while increasing the rotation ratio of the transmission 32. In the example of FIG. 8, when the degree of fatigue becomes less than A4, the control device 50 raises the motor output to W4 and raises the rotation ratio of the transmission 32. Specifically, when the degree of fatigue becomes less than A4, the control device 50 increases the rotation ratio and then increases the motor output. However, the increase in the motor output and the increase in the rotation ratio do not have to be in this order, and for example, the increase in the motor output and the increase in the rotation ratio may be performed at the same time.

The predetermined value (W1) of the motor output here is the lower limit value of the motor output. If the degree of fatigue is reduced even if the motor output drops to a predetermined value, it can be determined that the rider has a margin, for example, because the rotation ratio is set low. Therefore, in this case, the control device 50 increases the rotation ratio to make the traveling more suitable. In such a case, by increasing the motor output while increasing the rotation ratio, it is possible to prevent the load on the rider from becoming too high. Further, by increasing the motor output while increasing the rotation ratio, it is possible to suppress a sudden decrease in the power of the human-powered vehicle 10 due to the increase in the rotation ratio, and to smooth the power change. The predetermined value (W1) of the motor output is not limited to the lower limit value of the motor output, and can be arbitrarily set. Further, in the example of FIG. 8, the motor output is increased to W4, but the amount of increase in the motor output is arbitrary, and for example, the motor output may be increased to W2 or W3. Further, the degree of increase in the rotation ratio is also arbitrary.

Further, the estimation unit 50c4 of the control device 50 according to the present embodiment determines whether the fatigue degree is equal to or higher than the predetermined fatigue degree threshold value based on the table related to the fatigue degree, and determines the motor output, the rotation ratio, and the like. .. However, the estimation unit 50c4 may determine whether the fatigue degree is equal to or higher than the predetermined fatigue degree threshold value and determine the motor output, the rotation ratio, or the like without being based on such a table. For example, the estimation unit 50c4 may estimate that the fatigue level in the fatigued state is high when the operation information detected by the operation information detection unit 50c1 is equal to or higher than a predetermined operation threshold value. When the estimation unit 50c4 estimates that the fatigue level is high, it estimates that the fatigue level is equal to or higher than the predetermined fatigue level threshold value, and determines that the motor output is increased or the rotation ratio is decreased. When the degree of fatigue is estimated by the estimation unit 50c4, the operation control unit 50c5 increases the motor output or decreases the rotation ratio. Further, the estimation unit 50c4 estimates that the fatigue level in the fatigued state is not high when the operation information is less than the operation threshold value, and determines that the motor output and the rotation ratio are kept as they are. Then, when the operation control unit 50c5 is estimated by the estimation unit 50c4 that the degree of fatigue is not high, the motor output and the rotation ratio are maintained as they are. The estimation unit 50c4 estimates based on whether the integrated value of the motion information is equal to or higher than the fatigue threshold.

Further, the estimation unit 50c4 may estimate that the fatigue level in the fatigue state is high when the calculation information calculated by the calculation unit 50c3, that is, the fatigue level is equal to or higher than a predetermined calculation information threshold value. When the estimation unit 50c4 estimates that the fatigue level is high, it estimates that the fatigue level is equal to or higher than the predetermined fatigue level threshold value, and determines that the motor output is increased or the rotation ratio is decreased. When the degree of fatigue is estimated by the estimation unit 50c4, the operation control unit 50c5 increases the motor output or decreases the rotation ratio. Further, the estimation unit 50c4 estimates that the fatigue level is not high when the calculation information, that is, the fatigue level is less than the calculation information threshold value, and determines that the motor output and the rotation ratio are kept as they are. Then, when the operation control unit 50c5 is estimated by the estimation unit 50c4 that the degree of fatigue is not high, the motor output and the rotation ratio are maintained as they are. The estimation unit 50c4 estimates based on whether the integrated value of the motion information is equal to or higher than the fatigue threshold.

As described above, the estimation unit 50c4 estimates that the fatigue level in the fatigue state is high when the operation information is equal to or higher than the operation threshold value and the calculation information calculated by the calculation unit 50c3 is equal to or higher than the calculation information threshold value. May be good. Then, when the degree of fatigue is estimated by the estimation unit 50c4, the operation control unit 50c5 increases the motor output (output or output ratio of the motor 30A) or decreases the rotation ratio.

Although the embodiments of the present invention have been described above, the embodiments are not limited by the contents of the embodiments. Further, the above-mentioned components include those that can be easily assumed by those skilled in the art, those that are substantially the same, that is, those in a so-called equal range. Furthermore, the components described above can be combined as appropriate. Further, various omissions, replacements or changes of the components can be made without departing from the gist of the above-described embodiment.

10 Human-powered vehicle 12 Frame 14 Handle 16 Fork 18 Saddle 20 Wheel 24 Crank assembly 30 Auxiliary device 30A Motor 32 Transmission 50 Control device 50c1 Operation information detection unit 50c2 Stop information detection unit 50c3 Calculation unit 50c4 Calculation unit 50c5 Operation control unit

Claims (21)

A control device that controls a motor that assists the propulsion of a human-powered vehicle.
An operation information detection unit that detects operation information of parts mounted on the human-powered vehicle, and
The stop information detection unit that detects the stop information of the human-powered vehicle,
The fatigue state of the rider is estimated by integrating the motion information detected from the motion information detection unit, and the fatigue recovery state of the rider is estimated based on the stop information detected from the stop information detection unit. Estimator and
Includes an operation control unit that controls the motor according to the fatigue state estimated from the estimation unit.
The human-powered vehicle further includes a transmission that changes the rotation speed between the rotation speed of the crank and the rotation speed of the wheels provided in the human-powered vehicle.
After the fatigue level of the fatigue state becomes equal to or higher than a predetermined fatigue threshold value, the operation control unit estimates the fatigue recovery state of the rider based on the stop information of the human-powered vehicle by the estimation unit. A control device for a human-powered vehicle that controls the transmission so that the rotation ratio becomes large when the fatigue level becomes low. The control device for a human-powered vehicle according to claim 1 , wherein the operation control unit controls the motor according to the fatigue state and the fatigue recovery state. The stop information includes the stop time of the human-powered vehicle, the pedaling stop time of the human-powered vehicle, the time when the power of the human-powered vehicle is turned off, the number of times of switching between the stop and departure of the human-powered vehicle, and the human power. The human-powered vehicle according to claim 2 , further comprising at least one of the number of times the power of the driving vehicle is switched on and off and the number of times the crank rotation of the human-powered vehicle is switched between starting and stopping rotation. Control device. The operation information includes a first operation information and a second operation information.
The human-powered vehicle according to any one of claims 1 to 3 , wherein the estimation unit estimates the fatigue state of the rider based on the first operation information and the second operation information. Control device. Including the arithmetic unit
The calculation unit calculates at least one of the rider's heat consumption and power based on the first operation information and the second operation information.
The control device for a human-powered vehicle according to any one of claims 1 to 4 , wherein the estimation unit estimates the fatigue state based on at least one of the heat consumption and the power. The estimation unit estimates that the fatigue level of the fatigue state is high when the operation information is equal to or higher than the operation threshold value and the calculation information calculated by the calculation unit is equal to or higher than the calculation information threshold value.
The control device for a human-powered vehicle according to claim 5 , wherein the operation control unit increases the output or the output ratio of the motor when the degree of fatigue is estimated to be high. It further includes a first storage unit that stores a table relating to the degree of fatigue in the fatigue state.
One of claims 1 to 5 , wherein the operation control unit controls the motor according to the fatigue state estimated by the estimation unit and the fatigue degree corresponding to the fatigue state in the table. The control device for the human-powered vehicle described in the section. The control device for a human-powered vehicle according to claim 6 or 7 , wherein the operation control unit does not change the output or the output ratio of the motor according to the fatigue state when the fatigue degree is less than the predetermined fatigue threshold value. When the fatigue degree is equal to or higher than a predetermined fatigue degree threshold value, the operation control unit increases the output or output ratio of the motor to a predetermined value according to the fatigue degree, and reduces the rotation ratio. The control device for a human-powered vehicle according to any one of claims 6 to 8 , which controls the transmission. After the fatigue level becomes equal to or higher than a predetermined fatigue threshold value, the operation control unit estimates the fatigue recovery state of the rider based on the stop information of the human-powered vehicle by the estimation unit, whereby the fatigue level is estimated. The control device for a human-powered vehicle according to any one of claims 6 to 9 , wherein when the degree becomes low, the output or the output ratio of the motor is lowered. A control device for controlling a transmission that changes the rotation speed between the rotation speed of a crank provided in a human-powered vehicle and the rotation speed of a wheel provided in the human-powered vehicle.
The stop information detection unit that detects the stop information of the human-powered vehicle,
An estimation unit that estimates the fatigue recovery state of the rider according to the stop information detected from the stop information detection unit, and an estimation unit.
A control device for a human-powered vehicle, including an operation control unit that controls the transmission according to the fatigue recovery state. The estimation unit includes the stop time of the human-powered vehicle, the pedaling stop time of the human-powered vehicle, the time when the power of the human-powered vehicle is turned off, the number of times of switching between the stop and departure of the human-powered vehicle, and the human power. The degree of fatigue recovery in the fatigue recovery state is determined by at least one of the number of times the power of the driving vehicle is switched on and off and the number of times the crank rotation of the human-powered vehicle is switched between starting and stopping rotation. 11. The control device for a human-powered vehicle according to claim 11 . It further includes an operation information detection unit that detects operation information of parts mounted on the human-powered vehicle.
The estimation unit estimates the fatigue state by integrating the operation information detected by the operation information detection unit.
The control device for a human-powered vehicle according to claim 11 , wherein the operation control unit controls the transmission according to the fatigue state and the fatigue recovery state. Including the arithmetic unit
The calculation unit calculates at least one of the rider's heat consumption and the rider's power based on the operation information.
The control device for a human-powered vehicle according to claim 13 , wherein the estimation unit estimates the fatigue state based on at least one of the heat consumption and the power. The estimation unit estimates that the fatigue level of the fatigue state is high when the operation information is at least one of the operation information threshold value and the operation information threshold value and the operation information calculated by the calculation unit is the operation information threshold value or more.
The control device for a human-powered vehicle according to claim 14 , wherein the operation control unit lowers the rotation ratio when the degree of fatigue is estimated to be high. It further includes a first storage unit that stores a table relating to the degree of fatigue in the fatigue state.
One of claims 13 to 15 , wherein the operation control unit controls the rotation ratio according to the fatigue state estimated by the estimation unit and the fatigue degree corresponding to the fatigue state in the table. The control device for a human-powered vehicle according to paragraph 1. It further includes a second storage unit that stores a table relating to the degree of fatigue recovery in the fatigue recovery state.
The operation control unit controls the rotation ratio according to the fatigue recovery state estimated by the estimation unit and the fatigue recovery degree corresponding to the fatigue recovery state in the table, claims 11 to 16 . The control device for a human-powered vehicle according to any one of the above. The control device for a human-powered vehicle according to claim 15 or 16 , wherein the operation control unit does not control the rotation ratio according to the fatigue state when the fatigue degree is less than a predetermined fatigue degree threshold value. The control device for a human-powered vehicle according to claim 15 , wherein the estimation unit estimates that the fatigue recovery state is estimated and the fatigue recovery degree is reduced according to the fatigue recovery degree of the fatigue recovery state. A control device that controls a motor that assists the propulsion of a human-powered vehicle.
An operation information detection unit that detects operation information of parts mounted on the human-powered vehicle, and
An estimation unit that estimates the fatigue state of the rider by integrating the operation information detected from the operation information detection unit, and an estimation unit.
Includes an operation control unit that controls the motor according to the fatigue state estimated from the estimation unit.
The operation information includes the number of operations of the operation device of the human-powered vehicle, the amount of power generated by the dynamo of the human-powered vehicle, the amount of frictional heat generated between the brake shoe and the brake surface of the human-powered vehicle, and the suspension of the human-powered vehicle. A control device for a human-powered vehicle, comprising at least one of the number of times of vibration and the number of times of operation of the adjustable seatpost of the human-powered vehicle. A human-powered vehicle including the control device for the human-powered vehicle according to any one of claims 1 to 20.

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