JP7045205B2 - Control device for human-powered vehicle and braking system for human-powered vehicle - Google Patents

Description

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

The control device for a human-powered vehicle disclosed in Patent Document 1 changes the braking force by the braking device according to the operation amount of the brake lever, and controls the behavior for the human-powered vehicle.

Japanese Unexamined Patent Publication No. 2017-433333

It may be preferable to control the behavior of the human-powered vehicle using parameters other than the operation amount of the brake lever. The above-mentioned control device for a human-powered vehicle does not take this point into consideration.

An object of the present invention is to provide a control device for a human-powered vehicle capable of suitably controlling the behavior of a human-powered vehicle, and a braking system for a human-powered vehicle including this device.

The control device for a human-powered vehicle according to the first aspect of the present invention includes a control unit that controls a braking device that changes the braking force of the human-powered vehicle by an electric actuator, and the control unit is input to the human-powered vehicle. The electric actuator is controlled according to the power of the human-powered driving force.
According to the first aspect, braking of the human-powered vehicle can be performed according to the power work rate of the human-powered driving force, and the behavior of the human-powered vehicle can be suitably controlled.

In the control device for a human-powered vehicle on the second side according to the first side surface, the control unit controls the electric actuator so as to generate the braking force when the power of the human-powered driving force decreases.
According to the second aspect, the passenger can brake the human-powered vehicle by reducing the power of the human-powered driving force.

In the control device for a human-powered vehicle on the third side according to the second side surface, the control unit increases the braking force as the amount of decrease in the power of the human-powered driving force increases.
According to the third aspect, the larger the amount of decrease in the power of the human-powered driving force is, the earlier the traveling speed of the human-powered driving vehicle can be reduced.

In the control device for a human-powered vehicle on the fourth side according to the second or third side surface, the human-powered vehicle includes a crank to which the human-powered driving force is input, and advances by rotating the crank in the first direction. Then, the control unit controls the electric actuator so as to generate the braking force when the crank rotates in the first direction and when the power of the human power driving force decreases.
According to the fourth aspect, when the crank is rotated in the first direction in which the human-powered vehicle moves forward, the human-powered vehicle can be braked if the power work rate of the human-powered vehicle decreases.

In the control device for a human-powered vehicle on the fifth side according to any one of the first to fourth sides, the control unit refers to the rotation speed of the input rotating body to which the human-powered driving force of the human-powered vehicle is input. When the ratio of the rotation speeds of the drive wheels of the human-powered vehicle changes, the electric actuator is controlled so as not to perform braking by the braking device according to the power of the human-powered driving force.
According to the fifth aspect, braking is suppressed by the braking device when the ratio of the rotation speed of the drive wheels of the human-powered vehicle to the rotation speed of the input rotating body changes.

In the control device for a human-powered vehicle on the sixth side according to any one of the first to fourth sides, the control unit refers to the rotation speed of the input rotating body to which the human-powered driving force of the human-powered vehicle is input. When the ratio of the rotational speeds of the drive wheels of the human-powered vehicle changes, the electric actuator is controlled so as to reduce the braking force as compared with before the ratio changes.
According to the sixth aspect, when the power of the human-powered driving force decreases due to the change in the ratio of the rotation speed of the driving wheels of the human-powered vehicle to the rotation speed of the input rotating body, the braking by the braking device is suppressed. ..

In the control device for a human-powered vehicle on the seventh side according to any one of the first to sixth sides, the control unit determines the power of the human-powered driving force when the power of the human-powered driving force does not change. The electric actuator is controlled so as not to perform braking by the corresponding braking device.
According to the seventh aspect, if the power of the human-powered driving force does not change, the braking of the braking device does not decelerate the human-powered vehicle.

In the control device for a human-powered vehicle on the eighth side according to any one of the first to seventh sides, the control unit responds to the power of the human-powered driving force when the power of the human-powered driving force increases. The electric actuator is controlled so as not to perform braking by the braking device.
According to the eighth aspect, when the power of the human-powered driving force increases, the braking of the braking device does not decelerate the human-powered vehicle.

In the control device for a human-powered vehicle on the ninth side surface according to any one of the first to seventh sides, the control unit has the power of the human-powered driving force when the power of the human-powered driving force increases. The electric actuator is controlled so that the braking force decreases as compared with the braking force before the increase.
According to the ninth aspect, when the power of the human-powered driving force increases, the braking of the braking device makes it difficult for the human-powered vehicle to decelerate.

In the control device for a human-powered vehicle on the tenth side according to any one of the first to ninth sides, the control unit generates the braking force when the power of the human-powered driving force is equal to or less than a predetermined value. The electric actuator is controlled in such a manner.
According to the tenth aspect, when the power of the human-powered driving force is equal to or less than a predetermined value, the human-powered vehicle can be decelerated or stopped by braking the braking device.

In the control device for a human-powered vehicle on the eleventh side according to any one of the first to tenth surfaces, the control unit has the braking force according to the power of the human-powered driving force input to the human-powered vehicle. The first control state for controlling the electric actuator so as to generate the above, and the second control state for controlling the electric actuator so as not to generate the braking force according to the power of the human power driving force input to the human power driving vehicle. It is configured to be switchable between the control state and the control state.
According to the eleventh aspect, the first control state and the second control state can be switched according to the user's request or the like.

The braking system for a human-powered vehicle according to the twelfth aspect of the present invention includes the control device for a human-powered vehicle according to any one of the first to eleventh aspects and the braking device.
According to the twelfth aspect, the behavior of the human-powered vehicle can be suitably controlled in the braking system for the human-powered vehicle.

In the braking system for a human-powered vehicle on the thirteenth side according to the twelfth side surface, the electric actuator includes a motor that assists the propulsion of the human-powered vehicle, and the control unit causes the motor to perform a braking operation or a regenerative operation. As a result, the braking force is generated.
According to the thirteenth aspect, the braking force can be suitably generated by using the motor.

In the braking system for a human-powered vehicle according to the fourteenth aspect according to the thirteenth aspect, a battery that can be charged by the electric energy generated by the regenerative operation is further included.
According to the 14th aspect, electric energy can be obtained by braking.

In the braking system for a human-powered vehicle on the fifteenth side according to the twelfth side surface, the braking device includes a friction portion that comes into contact with a part of the human-powered vehicle to generate the braking force, and the friction portion is the friction portion. It is connected to the electric actuator.
According to the fifteenth aspect, the braking force can be suitably generated by the braking device including the friction portion.

The control device for a human-powered vehicle and the braking system for a human-powered vehicle including this device of the present invention can suitably control the behavior of the human-powered vehicle.

FIG. 3 is a side view of a human-powered vehicle including a braking system for a human-powered vehicle according to an embodiment. The block diagram which shows the electric structure of the braking system for a human-powered vehicle of an embodiment. The flowchart of the process which controls the electric actuator executed by the control part of FIG. The flowchart of the process which controls the electric actuator executed by the control part of the 1st modification. The flowchart of the process which controls the electric actuator executed by the control part of the 2nd modification. The flowchart of the process which controls the electric actuator executed by the control part of the 3rd modification. The plan view which shows the braking device of the 4th modification.

The braking system 40 for a human-powered vehicle including the control device 60 for a human-powered vehicle according to the embodiment will be described with reference to FIGS. 1 to 3. Hereinafter, the control device 60 for a human-powered vehicle is simply referred to as a control device 60. The braking system 40 for a human-powered vehicle and the control device 60 are provided in the human-powered vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven by at least human-powered driving force. The human-powered vehicle 10 includes, for example, a bicycle. The human-powered vehicle 10 is not limited in the number of wheels, and includes, for example, a one-wheeled vehicle and a vehicle having three or more wheels. Human-powered vehicles include, for example, mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bikes. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as a bicycle.

As shown in FIG. 1, the human-powered vehicle 10 includes a crank 12. The human-powered vehicle 10 further includes a drive wheel 14 and a frame 16. A human-powered driving force H is input to the crank 12. The crank 12 includes a crank shaft 12A rotatable with respect to the frame 16 and crank arms 12B provided at both ends of the crank shaft 12A in the axial direction. The human-powered vehicle 10 moves forward by rotating the crank 12 in the first direction A1. A pedal 18 is connected to each crank arm 12B. The drive wheels 14 are driven by the rotation of the crank 12. The drive wheels 14 are supported by the frame 16. The crank 12 and the drive wheel 14 are connected by a drive mechanism 20. The drive mechanism 20 includes a first rotating body 22 coupled to the crank shaft 12A. The crank shaft 12A and the first rotating body 22 may be coupled via a first one-way clutch. The first one-way clutch is configured so that the first rotating body 22 is rotated forward when the crank 12 is rotated forward, and the first rotating body 22 is not rotated backward when the crank 12 is rotated backward. The first rotating body 22 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 20 further includes a connecting member 26 and a second rotating body 24. The connecting member 26 transmits the rotational force of the first rotating body 22 to the second rotating body 24. The connecting member 26 includes, for example, a chain, a belt, or a shaft.

The second rotating body 24 is connected to the drive wheel 14. The second rotating body 24 includes a sprocket, a pulley, or a bevel gear. It is preferable that a second one-way clutch is provided between the second rotating body 24 and the drive wheel 14. The second one-way clutch is configured so that the drive wheels 14 are rotated forward when the second rotating body 24 is rotated forward, and the drive wheels 14 are not rotated backward when the second rotating body 24 is rotated backward. ..

The human-powered vehicle 10 includes wheels. Wheels include front and rear wheels. A front wheel is attached to the frame 16 via a front fork 16A. A handlebar 16C is connected to the front fork 16A via a stem 16B. In the following embodiment, the rear wheels will be described as the drive wheels 14, but the front wheels may be the drive wheels 14.

The transmission 28 constitutes the transmission 32 together with the actuator 30. The ratio R of the rotation speed of the drive wheels 14 of the human-powered vehicle 10 to the rotation speed of the input rotating body to which the human-powered driving force H of the human-powered vehicle 10 is input is changed. The input rotating body includes the crank 12. The transmission 28 is configured so that the ratio R can be changed stepwise. The transmission 28 may be configured so that the ratio R can be changed steplessly. The actuator 30 causes the transmission 28 to perform a shifting operation. The transmission 28 is controlled by the control unit 62. The actuator 30 is communicably connected to the control unit 62 by wire or wirelessly. The actuator 30 can communicate with the control unit 62 by, for example, power line communication (PLC). The actuator 30 causes the transmission 28 to execute a shifting operation in response to a control signal from the control unit 62. The transmission 28 includes at least one of an internal transmission and an external transmission (derailleur). The transmission 28 may be a mechanical transmission 28 operated by a cable.

The human-powered vehicle 10 further includes a speed change control device 34 configured to operate the transmission 28. The speed change control device 34 is provided on the handlebar, for example. The speed change operation device 34 includes an operation member configured to be operated by the user and a detection unit for detecting the movement of the operation member. When the operating member is operated, the detection unit detects the movement of the operating member and outputs a shift signal. The shift signal includes a first shift signal for upshifting and a second shift signal for downshifting. The operating member includes, for example, a first operating member and a second operating member. When the first operation member is operated, the first shift signal is output from the shift operation device 34. When the second operating member is operated, the shifting operation device 34 outputs the second shifting signal. The first operating member and the second operating member include a lever, a button, and the like. The detection unit includes an electric switch, a magnetic sensor, and the like.

The braking system 40 for a human-powered vehicle includes a control device 60 and a braking device 42. The braking system 40 for a human-powered vehicle further includes a battery 44.

The battery 44 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 44 is provided in the human-powered vehicle 10 and supplies electric power to other electrical components that are electrically connected to the battery 44 by wire, such as a motor 48 and a control device 60. The battery 44 is connected to the control unit 62 so as to be able to communicate with the control unit 62 by wire or wirelessly. The battery 44 can communicate with the control unit 62, for example, by power line communication (PLC). The battery 44 may be attached to the outside of the frame 16, or at least a part thereof may be housed inside the frame 16.

The braking device 42 changes the braking force B of the human-powered vehicle 10 by the electric actuator 46. The electric actuator 46 includes a motor 48. The motor 48 constitutes a drive unit together with the drive circuit 50. The motor 48 and the drive circuit 50 are preferably provided in the same housing. The drive circuit 50 controls the electric power supplied from the battery 44 to the motor 48. The drive circuit 50 is connected to the control unit 62 of the control device 60 so as to be able to communicate with each other by wire or wirelessly. The drive circuit 50 can communicate with the control unit 62 by, for example, serial communication. The drive circuit 50 drives the motor 48 in response to a control signal from the control unit 62. The motor 48 is configured to assist the propulsion of the human-powered vehicle 10. The motor 48 includes an electric motor. The motor 48 is provided so as to transmit rotation to the transmission path of the human-powered driving force H from the pedal 18 to the rear wheels or to the front wheels. The motor 48 is provided on the frame 16, the rear wheels, or the front wheels of the human-powered vehicle 10. When the motor 48 is provided on the rear wheel or the front wheel of the human-powered vehicle 10, it is preferable that the motor 48 is provided on the hub and constitutes a so-called hub motor. In the hub motor, a one-way clutch is not provided in the power transmission path between the motor 48 and the hub. In one example, the motor 48 is coupled to a power transmission path from the crank shaft 12A to the first rotating body 22. In this case, a one-way clutch is not provided in the power transmission path from the motor 48 to the drive wheels 14. As a result, the rotational force of the drive wheels 14 can be transmitted to the motor 48. The housing in which the motor 48 and the drive circuit 50 are provided may be provided with a configuration other than the motor 48 and the drive circuit 50, and may be provided with, for example, a speed reducer that decelerates and outputs the rotation of the motor 48.

The control device 60 includes a control unit 62. The control device 60 further includes a storage unit 64, a crank rotation sensor 66, a vehicle speed sensor 68, and a torque sensor 70. The drive circuit 50 may be included in the control device 60.

The control unit 62 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 62 may include one or more microcomputers. The storage unit 64 stores various control programs and information used for various control processes. The storage unit 64 includes, for example, a non-volatile memory and a volatile memory. The control unit 62 and the storage unit 64 are preferably provided in, for example, a housing in which the motor 48 is provided.

The control unit 62 drives the actuator 30 in response to the shift signal from the shift control device 34 to cause the transmission 28 to perform a shift. The control unit 62 is connected to the speed change operation device 34 wirelessly or by wire. When the control unit 62 is wirelessly connected to the shift control device 34, the control device 60 and the shift control device 34 include a wireless communication device, respectively. When the control unit 62 is connected to the speed change operation device 34 by wire, the control device 60 and the speed change operation device 34 may include a communication device for performing power line communication. As long as the control unit 62 can receive the shift signal from the shift operation device 34, the communication method between the control unit 62 and the shift operation device 34 is not limited. Upon receiving the first shift signal, the control unit 62 controls the transmission 32 so as to shift up, if possible. Upon receiving the second shift signal, the control unit 62 controls the transmission 32 so as to shift down, if possible. The transmission 32 further includes a speed change sensor for detecting the state of the actuator 30 and the transmission 28. The control unit 62 receives a signal from the shift sensor and detects the shift state of the transmission 28. When the ratio R is changed stepwise by the transmission 28, the control unit 62 determines the current shift stage by detecting the shift state of the transmission 28.

The crank rotation sensor 66 detects the rotation speed of the crank 12. The crank rotation sensor 66 is attached to a housing provided with a frame 16 and a motor 48 of the human-powered vehicle 10. The crank rotation sensor 66 includes a magnetic sensor that outputs a signal according to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided in the crank shaft 12A or the power transmission path between the crank shaft 12A and the first rotating body 22. The crank rotation sensor 66 is connected to the control unit 62 so as to be able to communicate with each other by wire or wirelessly. The crank rotation sensor 66 outputs a signal corresponding to the rotation speed N of the crank 12 to the control unit 62. The crank rotation sensor 66 is configured to detect the rotation direction of the crank 12.

The crank rotation sensor 66 may be provided on a member that rotates integrally with the crank shaft 12A in the transmission path of the human-powered driving force H from the crank shaft 12A to the first rotating body 22. For example, the crank rotation sensor 66 may be provided on the first rotating body 22 when the one-way clutch is not provided between the crank shaft 12A and the first rotating body 22.

The vehicle speed sensor 68 detects the rotational speed of the wheels. The vehicle speed sensor 68 is electrically connected to the control unit 62 by wire or wirelessly. The vehicle speed sensor 68 is connected to the control unit 62 so as to be able to communicate with each other by wire or wirelessly. The vehicle speed sensor 68 outputs a signal corresponding to the rotation speed of the wheel to the control unit 62. The control unit 62 calculates the vehicle speed V of the human-powered vehicle 10 based on the rotation speed of the wheels. When the vehicle speed V becomes equal to or higher than a predetermined value, the control unit 62 stops assisting the propulsion of the human-powered vehicle 10 by the motor 48. The predetermined value is, for example, 25 km / h or 45 km / h. The vehicle speed sensor 68 preferably includes a magnetic lead or a Hall element constituting a reed switch. The vehicle speed sensor 68 may be attached to the chain stay of the frame 16 to detect a magnet attached to the rear wheel, or may be provided to the front fork and detect a magnet attached to the front wheel.

The torque sensor 70 is preferably provided in the power transmission path between the crank shaft 12A and the first rotating body 22. When the output of the motor 48 is coupled to the power transmission path from the crank shaft 12A to the first rotating body 22, the torque sensor 70 is provided, for example, in the housing in which the motor 48 is provided. The torque sensor 70 detects the torque HT of the human-powered driving force H input to the crank 12. The torque sensor 70 is provided, for example, on the upstream side of the first one-way clutch in the power transmission path. The torque sensor 70 includes a strain sensor, a magnetostriction sensor, and the like. The strain sensor includes a strain gauge. When the torque sensor 70 includes a strain sensor, the strain sensor is provided on the outer peripheral portion of the rotating body included in the power transmission path. The torque sensor 70 may include a wireless or wired communication unit. The communication unit of the torque sensor 70 is configured to be communicable with the control unit 62.

The control unit 62 controls the motor 48 so as to assist the propulsion of the human-powered vehicle 10 according to the human-powered driving force H. The control unit 62 is manually driven until the output torque of the motor 48 reaches a predetermined upper limit value or the vehicle speed V reaches a predetermined first speed when the crank 12 rotates in the first direction A1. When the force H becomes large, the motor 48 is controlled so that the assist force by the motor 48 becomes large. The control unit 62 is a motor so that when the crank 12 rotates in the first direction A1 and the vehicle speed V reaches a predetermined first speed, the ratio of the assist force of the motor 48 to the human-powered driving force H gradually decreases. It is preferable to control 48. It is preferable that the control unit 62 stops assisting the propulsion of the human-powered vehicle 10 by the motor 48 when the vehicle speed V reaches a predetermined second speed higher than the predetermined first speed. When braking the human-powered vehicle 10 by the braking device 42, the control unit 62 stops assisting the propulsion of the human-powered vehicle 10 by the motor 48. The ratio of the assist force of the motor 48 to the human-powered driving force H is predetermined. The control unit 62 is configured to control the motor 48 in at least one mode of a plurality of modes in which the ratio of the assist force of the motor 48 to the human-powered driving force H is different, and an assist stop mode in which the assist force is not generated in the motor 48. It may have been done.

The control unit 62 controls the braking device 42. The control unit 62 controls the electric actuator 46 according to the power WH of the human-powered driving force H input to the human-powered vehicle 10. The power WH of the human-powered driving force H is calculated by multiplying the torque HT of the human-powered driving force H by the rotation speed N of the crank 12. More specifically, the power WH of the human-powered driving force H can be obtained by the following equation (1).

WH = (2π / 60) × HT × N × η… (1)
WH: Power of human-powered driving force H HT: Torque of human-powered driving force H N: Rotation speed of crank 12 = Number of times the crank 12 rotates in one minute η: Efficiency (predetermined constant)

The control unit 62 generates a braking force B by causing the motor 48 to perform a braking operation or a regenerative operation. When the control unit 62 causes the motor 48 to perform the regenerative operation to generate the braking force B, the battery 44 is configured to be rechargeable by the electric energy generated by the regenerative operation of the motor 48. The control unit 62 controls the drive circuit 50 to cause the motor 48 to perform a regenerative operation. When the control unit 62 generates the braking force B without causing the motor 48 to perform the regenerative operation, for example, the control unit 62 causes the motor 48 to perform DC braking. The control unit 62 may convert electrical energy into thermal energy by electrically connecting a resistor to the motor 48.

The control unit 62 controls the electric actuator 46 so as to generate the braking force B when the power WH of the human-powered driving force H decreases. The control unit 62 controls the electric actuator 46 so as to generate the braking force B when the crank 12 rotates in the first direction A1 and when the power WH of the human power driving force H decreases. It is preferable that the control unit 62 increases the braking force B as the amount of decrease in the power WH of the human-powered driving force H increases.

When the power WH of the human-powered driving force H does not change, the control unit 62 controls the electric actuator 46 so as not to perform braking by the braking device 42 according to the power WH of the human-powered driving force H. When the power WH of the human-powered driving force H increases, the control unit 62 controls the electric actuator 46 so as not to brake by the braking device 42 according to the power WH of the human-powered driving force H.

When the ratio R changes, the control unit 62 controls the electric actuator 46 so as not to brake by the braking device 42 according to the power WH of the human-powered driving force H.

In one example, the control unit 62 is configured to be switchable between a first control state and a second control state. In the first control state, the control unit 62 controls the electric actuator 46 so as to generate the braking force B according to the power WH of the human power driving force H input to the human power driving vehicle 10. In the second control state, the control unit 62 controls the electric actuator 46 so as not to generate the braking force B according to the power WH of the human power drive force H input to the human power drive vehicle 10. The first control state and the second control state are switched, for example, by operating an operation unit that can be operated by the user. The operation unit may be included in the human-powered vehicle 10 or may be included in an external device connectable to the control unit 62.

The process of braking by the electric actuator 46 will be described with reference to FIG. When the control unit 62 is supplied with electric power from the battery 44, the control unit 62 starts processing and proceeds to step S11 of the flowchart shown in FIG. The control unit 62 executes the process from step S11 at predetermined intervals as long as the electric power is supplied.

In step S11, the control unit 62 determines whether or not the crank 12 is rotating in the first direction A1. When the crank 12 is not rotated in the first direction A1, the control unit 62 ends the process. When the control unit 62 determines that the crank 12 is rotating in the first direction A1, the control unit 62 proceeds to step S12.

In step S12, the control unit 62 determines whether or not the power WH of the human-powered driving force H has decreased. When the control unit 62 determines that the power WH of the human-powered driving force H has not decreased, the control unit 62 ends the process. Therefore, the control unit 62 does not perform braking by the electric actuator 46 when the power WH of the human power driving force H is increasing and when the power WH of the human power driving force H is not changing. In step S12, the control unit 62 may determine that the power WH of the human power driving force H has decreased when the amount of decrease in the power WH of the human power driving force H is equal to or more than a predetermined value DW. In this case, braking by the electric actuator 46 is suppressed due to a slight fluctuation in the power WH of the human-powered driving force H. When the control unit 62 determines in step S12 that the power WH of the human-powered driving force H has decreased, the control unit 62 proceeds to step S13.

The control unit 62 determines in step S13 whether or not the ratio R has changed. Specifically, when the control unit 62 determines that the ratio R has changed by a predetermined time before the determination in step S13, the control unit 62 determines that the ratio R has changed. When the ratio of the rotation speed N of the crank 12 detected by the crank rotation sensor 66 and the vehicle speed sensor 68 to the vehicle speed V changes, the control unit 62 determines that the ratio R has changed. When the transmission 28 is controlled so as to change the ratio R, the control unit 62 may determine that the ratio R has changed. The control unit 62 may determine that the ratio R has changed according to the signal from the shift sensor when the operating state of the transmission 28 changes. The control unit 62 may determine that the ratio R has changed when the shift control device 34 is operated, for example, when a shift signal is received. When the control unit 62 determines that the ratio R has changed, the control unit 62 ends the process. When the control unit 62 determines that the ratio R has not changed, the control unit 62 proceeds to step S14.

In step S14, the control unit 62 controls the electric actuator 46, causes the motor 48 to perform a braking operation or a regenerative operation, and ends the process. In step S14, when the control unit 62 regenerates the motor 48, when the charge level of the battery 44 is equal to or lower than the first level, the electric energy is charged to the battery 44, and the charge level of the battery 44 exceeds the first level. , It is preferable to make the resistor consume electric energy. In step S14, the control unit 62 preferably controls the electric actuator 46 so that the braking force B increases as the amount of decrease in the power WH of the human power driving force H increases. The control unit 62 may control the electric actuator 46 so that a predetermined constant braking force B is generated in step S14.

(Modification example)
The description of the above embodiment is an example of possible embodiments of the human-powered vehicle control device and the human-powered vehicle braking system according to the present invention, and is not intended to limit the embodiments. The control device for a human-powered vehicle and the braking system for a human-powered vehicle according to the present invention may take, for example, a modification of the above embodiment shown below and a combination of at least two modifications that do not contradict each other. In the following modification, the parts common to the embodiment are designated by the same reference numerals as those in the embodiment, and the description thereof will be omitted.

The control unit 62 may control the electric actuator 46 so as to generate the braking force B when the power WH of the human-powered driving force H is equal to or less than a predetermined value W1. For example, the process of step S12 shown in FIG. 3 is changed to the process of step S21 of FIG. When the control unit 62 determines in step S11 that the crank 12 is rotating in the first direction A1, the control unit 62 shifts to the process of step S21. In step S21, the control unit 62 determines whether or not the work rate WH of the human-powered driving force H is equal to or less than the predetermined value W1. When the power WH of the human-powered driving force H is larger than the predetermined value W1, the control unit 62 ends the process. When the power WH of the human-powered driving force H is equal to or less than the predetermined value W1, the control unit 62 shifts to step S13.

When the ratio R changes, the control unit 62 may control the electric actuator 46 so as to reduce the braking force B as compared with before the ratio R changes. For example, step S31 and step S32 shown in FIG. 5 are added to the process of FIG. When the control unit 62 determines in step S13 that the ratio R has changed, the control unit 62 proceeds to step S31. The control unit 62 determines in step S31 whether or not the braking force B is generated. When the control unit 62 determines that the braking force B is not generated, the control unit 62 ends the process. When the control unit 62 determines that the braking force B is being generated, the control unit 62 proceeds to step S32. In step S32, the control unit 62 controls the electric actuator 46 so that the braking force B is reduced, and ends the process. In the process of FIG. 5, when the ratio R changes, the control unit 62 may control the electric actuator 46 so that the braking force B becomes smaller in each control cycle, and when the process of step S32 is first executed. In addition, the electric actuator 46 may be controlled so that the braking force becomes zero.

When the power WH of the human power driving force H increases, the control unit 62 is an electric actuator so that the braking force B decreases as compared with the braking force B before the power WH of the human power driving force H increases. 46 may be controlled. For example, step S40, step S41, and step S42 shown in FIG. 6 are added to the process of FIG. When the control unit 62 determines in step S12 that the power WH of the human-powered driving force H has not decreased, the control unit 62 proceeds to step S40. In step S40, the control unit 62 determines whether or not the power WH of the human-powered driving force H is increasing. When the control unit 62 determines that the power WH of the human-powered driving force H has not increased, the control unit 62 ends the process. When the control unit 62 determines that the power WH of the human-powered driving force H is increasing, the control unit 62 proceeds to step S41. The control unit 62 determines in step S41 whether or not the braking force B is generated. When the control unit 62 determines that the braking force B is not generated, the control unit 62 ends the process. When the control unit 62 determines that the braking force B is being generated, the control unit 62 proceeds to step S42. In step S42, the control unit 62 controls the electric actuator 46 so that the braking force B is reduced, and ends the process. In the process of FIG. 6, when the power WH of the human power driving force H increases, the control unit 62 may control the electric actuator 46 so that the braking force B becomes smaller in each control cycle. First, step S42. The electric actuator 46 may be controlled so that the braking force becomes 0 when the process of is executed.

-Step S31 and step S32 shown in FIG. 5 may be added to the process of FIG.
In the processing of FIGS. 3 to 6 and the processing of the modification thereof, the processing of step S11 may be omitted.
In the processes of FIGS. 3, 4, and 6, the process of step S13 may be omitted.

As shown in FIG. 7, the braking device 42 may be changed to a braking device 80 including a friction portion 80A that comes into contact with a part of the human-powered vehicle 10 to generate a braking force B. The friction portion 80A is connected to the electric actuator 82. The braking device 80 in FIG. 7 is a disc brake, but the braking device 80 may be a rim brake, a drum brake, a roller brake, or the like. The braking device 80 brakes the wheel by bringing the friction portion 80A into contact with the disc brake rotor 80B provided on the wheel so as to be rotatable integrally with the wheel. When the braking device 80 is a rim brake, the braking device 80 brakes the wheel by bringing the friction portion 80A into contact with the rim of the wheel. The friction portion 80A includes a brake pad or a brake shoe. The electric actuator 82 may be provided so as to be able to pull the cable that operates the braking device 80, may be configured to control the hydraulic pressure of the hydraulic cable that operates the braking device 80, and directly operates the friction portion 80A. It may be provided in the braking device 80 so as to cause the braking device 80.

In the first embodiment and its modifications, the brake device 80 may be included in addition to the brake device 42.

The control unit 62 may control the motor 48 so as not to assist the propulsion of the human-powered vehicle 10. In this case, the motor 48 may only brake the human-powered vehicle 10.

The control unit 62 may control the transmission 28 to automatically shift according to a predetermined parameter. The predetermined parameters include at least one of the rotation speed N of the crank 12, the vehicle speed V, and the human-powered driving force H.

The power WH of the human-powered driving force H may be calculated from the running resistance RR of the human-powered driving vehicle 10. The traveling resistance RR of the human-powered vehicle 10 is at least one of the air resistance RRa, the rolling resistance RRr of the wheels of the human-powered vehicle 10, the gradient resistance RRe of the traveling path of the human-powered vehicle 10, and the acceleration resistance RRc of the human-powered vehicle 10. Including one. In this case, the control device 60 is for detecting the air resistance RRa, the rolling resistance RRr of the wheels of the human-powered vehicle 10, the gradient resistance RRe of the traveling path of the human-powered vehicle 10, and the acceleration resistance RRc of the human-powered vehicle 10. It is preferable to include a running resistance detection unit. The traveling resistance detection unit includes, for example, a wind speed sensor, an acceleration sensor, a tilt sensor, and the like. The control unit 62 calculates the power WH by multiplying the running resistance RR of the human-powered vehicle 10 by the vehicle speed V of the human-powered vehicle 10 and dividing by the transmission efficiency of the human-powered vehicle H. More specifically, the power WH of the human-powered driving force H can be obtained by the following equation (2). When the traveling resistance RR is obtained by the air resistance RRa, the rolling resistance RRr of the wheels of the human-powered vehicle 10, the gradient resistance RRre of the traveling path of the human-powered vehicle 10, and the acceleration resistance RRc of the human-powered vehicle 10, the traveling resistance RR is , Can be obtained by the following equation (3). The air resistance RRa can be obtained, for example, by the following equation (4). The rolling resistance RRr of the wheels of the human-powered vehicle 10 can be obtained by, for example, the following equation (5). The gradient resistance RRe of the traveling path of the human-powered vehicle 10 can be obtained by, for example, the following equation (6). The acceleration resistance RRc of the human-powered vehicle 10 can be obtained by, for example, the following equation (7).

Power WH = RR × V / η… (2)
RR: Running resistance V: Speed η: Transmission efficiency (predetermined constant)

RR = RRa + RRr + RRe + RRc ... (3)
RRa: Air resistance RRr: Rolling resistance of the wheels of the human-powered vehicle 10 RRe: Gradient resistance of the running path of the human-powered vehicle 10 RRc: Acceleration resistance of the human-powered vehicle 10.

RRa = CA (V-Va) ² ... (4)
C: Air resistance coefficient (predetermined constant)
A: Front projection area (predetermined constant)
Va: Wind speed

RRr = μmg… (5)
μ: Rolling resistance coefficient (predetermined constant)
m: Gross weight (predetermined constant)
g: Gravitational acceleration

RRe = mg ・ sinθ… (6)
θ: Tilt angle

RRc = ma ... (7)
a: Acceleration

10 ... human-powered vehicle, 12 ... crank, 14 ... drive wheel, 40 ... human-powered vehicle braking system, 42, 80 ... braking device, 44 ... battery, 46, 82 ... electric actuator, 48 ... motor, 60 ... human-powered Vehicle control device, 62 ... control unit, 80A ... friction unit.

Claims (17)

Includes a control unit that controls a braking device that changes the braking force of a human-powered vehicle with an electric actuator.
The control unit controls the electric actuator according to the power work rate of the human power drive force input to the human power drive vehicle, and when the amount of decrease in the power work rate of the human power drive force is equal to or more than the first predetermined value, the control unit is used. A control device for a human-powered vehicle that controls the electric actuator so as to generate power. Includes a control unit that controls a braking device that changes the braking force of a human-powered vehicle with an electric actuator.
The control unit controls the electric actuator according to the power of the human-powered driving force input to the human-powered vehicle, and the control unit with respect to the rotation speed of the input rotating body to which the human-powered driving force of the human-powered vehicle is input. A control device for a human-powered vehicle that controls the electric actuator so that braking is not performed by the braking device according to the power of the human-powered driving force when the ratio of the rotational speeds of the drive wheels of the human-powered vehicle changes . Includes a control unit that controls a braking device that changes the braking force of a human-powered vehicle with an electric actuator.
The control unit controls the electric actuator according to the power of the human-powered driving force input to the human-powered vehicle, and the control unit with respect to the rotation speed of the input rotating body to which the human-powered driving force of the human-powered vehicle is input. A control device for a human-powered vehicle that controls the electric actuator so that when the ratio of the rotational speeds of the drive wheels of the human-powered vehicle changes, the braking force is reduced as compared with before the ratio changes . The control device for a human-powered vehicle according to claim 2 or 3 , wherein the control unit controls the electric actuator so as to generate the braking force when the power of the human-powered driving force decreases. The control device for a human-powered vehicle according to claim 1 , wherein the control unit increases the braking force as the amount of decrease in the power of the human-powered driving force increases. The control device for a human-powered vehicle according to claim 4, wherein the control unit increases the braking force as the amount of decrease in the power of the human-powered driving force increases. The human-powered vehicle includes a crank to which the human-powered driving force is input, and moves forward by rotating the crank in the first direction.
The control unit sets the electric actuator so as to generate the braking force when the crank rotates in the first direction and when the amount of decrease in the power of the human power driving force is equal to or more than the first predetermined value . The control device for a human-powered vehicle according to claim 1 or 5, which is controlled. The human-powered vehicle moves forward by rotating the input rotating body in the first direction.
4. The control unit controls the electric actuator so as to generate the braking force when the input rotating body rotates in the first direction and the power of the human power driving force decreases. Or the control device for a human-powered vehicle according to 6. The human power according to any one of claims 1 to 8, wherein the control unit controls the electric actuator so as to generate the braking force when the power of the human power driving force is equal to or less than a second predetermined value. Control device for drive vehicles. The control unit controls the electric actuator so as not to perform braking by the braking device according to the power of the human-powered driving force when the power of the human - powered driving force does not change. The control device for a human-powered vehicle according to any one of the items. The control unit controls the electric actuator so as not to perform braking by the braking device according to the power of the human-powered driving force when the power of the human-powered driving force increases . 10. The control device for a human-powered vehicle according to any one of items 10. When the power of the human power driving force increases, the control unit controls the electric actuator so that the braking force decreases as compared with the braking force before the power of the human power driving force increases. The control device for a human-powered vehicle according to any one of claims 1 to 10 . The control unit
A first control state in which the electric actuator is controlled so as to generate the braking force according to the power of the human-powered driving force input to the human-powered vehicle.
Claims 1 to 12 are configured to be switchable between a second control state in which the electric actuator is controlled so as not to generate the braking force according to the power of the human power drive force input to the human power drive vehicle. 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 any one of claims 1 to 13 , and the control device for a human-powered vehicle.
A braking system for a human-powered vehicle , including the braking device. The electric actuator includes a motor that assists the propulsion of the human-powered vehicle.
The braking system for a human-powered vehicle according to claim 14 , wherein the control unit generates the braking force by causing the motor to perform a braking operation or a regenerative operation. The braking system for a human-powered vehicle according to claim 15 , further comprising a battery that can be charged by the electric energy generated by the regenerative operation. The braking device includes a friction portion that comes into contact with a part of the human-powered vehicle to generate the braking force.
The braking system for a human-powered vehicle according to claim 14 , wherein the friction portion is connected to the electric actuator.

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