JP7244240B2 - Manpowered vehicle controller - Google Patents

Description

The present invention relates to a controller for a manpowered vehicle.

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

JP-A-10-59260

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

A manpower-driven vehicle control device according to a first aspect of the present invention includes a control unit that controls a motor that assists propulsion of a manpower-driven vehicle having a crank, wherein the control unit controls a manpower driving force input to the crank and , the motor is controlled according to the rotational speed of the crank, the manpower driving force input to the crank is a first predetermined value, and the rotational speed of the crank is a second predetermined value; Further, when the manpower-driven vehicle is in the first traveling speed state, at least one of an assist ratio of the motor driving force to the manpower driving force input to the crank and a maximum value of the motor driving force is set to the first speed. the motor is controlled so as to achieve a value, the human power driving force input to the crank is the first predetermined value, the rotational speed of the crank is the second predetermined value, and the human power When the drive vehicle is in a second traveling speed state different from the first traveling speed state, the motor is controlled so that at least one of the assist ratio and the maximum value of the driving force of the motor becomes a second value. , the first value is different from the second value.
According to the manpower-driven vehicle control device of the first aspect, the motor can be preferably controlled according to each of the first traveling speed state and the second traveling speed state.

In the control apparatus for manpowered vehicles according to the first aspect, in the first travel speed state, the manpowered vehicle travels at a first speed, and in the second travel speed state, the manpowered vehicle travels at a first speed. Traveling at a second speed, the first speed being greater than the second speed.
According to the manpower-driven vehicle control device of the second aspect, it is possible to perform motor control suitable for both when the manpower-driven vehicle travels at the first speed and when it travels at the second speed.

In the manpowered vehicle control device of the third aspect according to the first or second aspects, the first value is greater than the second value.
According to the manpower-driven vehicle control device of the third aspect, the first value in the case of the first traveling speed state can be made larger than the second value in the case of the second traveling speed state.

In the fourth aspect manpowered vehicle control device according to any one of the first to third aspects, in the first traveling speed state, the manpowered vehicle travels in the first speed range, In a speed state, the manpowered vehicle travels in a second speed range, and at least one of the first speed range and the second speed range is variable.
According to the manpowered vehicle control device of the fourth aspect, at least one of the first speed range and the second speed range can be changed.

In the manpowered vehicle control device according to the fifth aspect according to the fourth aspect, at least one of the first speed range and the second speed range is changed according to at least one of running conditions and running resistance.
According to the manpower-driven vehicle control device of the fifth aspect, it is possible to control the motor suitable for at least one of the running condition and the running resistance.

In the control device for a manpower-driven vehicle according to any one of the first to fifth aspects, the controller controls the manpower driving force when the manpower driving force is included in a predetermined driving force range. increases at least one of the assist ratio and the maximum value of the driving force of the motor.
According to the control device for a manpower-driven vehicle of the sixth aspect, when the manpower driving force is within the predetermined driving force range, when the manpower driving force increases, at least one of the assist ratio and the maximum value of the motor driving force is reduced. We can make it big.

In the control device for a manpowered vehicle according to the sixth aspect, the control unit increases the manpowered driving force when the manpowered vehicle is in the first traveling speed state or the second traveling speed state. at least one of the assist ratio and the maximum value of the driving force of the motor is increased according to
According to the control device for a manpower-driven vehicle of the seventh aspect, when the manpower drive force is in the first travel speed state or the second travel speed state, when the manpower drive force increases, the assist ratio and the maximum value of the motor drive force are increased. can increase at least one of

In the manpowered vehicle control device according to the eighth aspect according to any one of the first to seventh aspects, the first predetermined value is 10 Nm or less.
According to the control device for a manpower-driven vehicle of the eighth aspect, when the manpower-driving force is 10 Nm, the motor can be preferably controlled according to each of the first traveling speed state and the second traveling speed state.

In the control device for a manpowered vehicle according to any one of the first to eighth aspects, the second predetermined value is 50 rpm or less.
According to the manpower-driven vehicle control device of the ninth aspect, when the rotation speed of the crank is 50 rpm, the motor can be preferably controlled according to each of the first traveling speed state and the second traveling speed state.

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

1 is a side view of a manpowered vehicle including the manpowered vehicle control device of the embodiment; FIG. 1 is a block diagram showing an electrical configuration of a control device for a manpowered vehicle according to an embodiment; FIG. 6 is a graph showing the relationship between the human power driving force and the assist ratio when the rotational speed of the crank is the second predetermined value in the embodiment; 6 is a graph showing the relationship between the rotation speed of the crank and the assist ratio when the manual driving force is the first predetermined value in the embodiment; FIG. 3 is a flowchart of motor control processing executed by the control unit in FIG. 2 ; FIG. FIG. 3 is a flow chart of processing for changing the speed range executed by the control unit in FIG. 2; FIG.

A human-powered vehicle control device 50 according to an embodiment will be described with reference to FIGS. 1 to 6. FIG. Hereinafter, the human-powered vehicle control device 50 is simply referred to as the control device 50 . The control device 50 is provided in the manpowered vehicle 10 . The manpowered vehicle 10 is a vehicle that can be driven by at least the manpower driving force H. As shown in FIG. The manpowered vehicle 10 is not limited in the number of wheels and includes, for example, unicycles and vehicles with three or more wheels. The human powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bikes. Bicycles include electric bicycles (E-bikes) powered by electric motors. Electric bicycles include power-assisted bicycles that assist the propulsion of the vehicle with an electric motor. Electric bicycles include electrically assisted bicycles whose propulsion is assisted by an electric motor. In the following embodiments, the manpowered vehicle 10 will be described as a bicycle having two wheels.

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

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

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

The seat post 20 is preferably configured such that the height of the seat post 20 can be changed. Seatpost 20 preferably includes an electric actuator for changing the height of seatpost 20 . The electric actuator may control the valve of an electric seat post that extends using hydraulics or pneumatics. The electric actuator includes at least one of an electric motor and a solenoid. The seatpost 20 may be configured such that the height of the seatpost 20 can be changed by a mechanical cable or lever.

Human powered vehicle 10 preferably includes suspension 48 . Suspension 48 includes at least one of rear suspension 48A and front suspension 48B. The suspension 48 absorbs impacts applied to the wheels.

The rear suspension 48A is configured to be provided between the frame 18 of the manpowered vehicle 10 and the rear wheels. More specifically, the rear suspension 48A is provided between the frame 18 and the swing arm that supports the rear wheels. The rear suspension 48A absorbs impacts applied to the rear wheels. The rear suspension 48A may be a hydraulic suspension or an air suspension.

The rear suspension 48A includes a first portion and a second portion fitted in the first portion and movable relative to the first portion. The operating state of the rear suspension 48A includes a locked state in which relative movement between the first portion and the second portion is restricted, and an unlocked state in which relative movement between the first portion and the second portion is permitted. Rear suspension 48A preferably further includes an actuator. Actuators include, for example, electric motors. The actuator switches the operating state of the rear suspension 48A. The locked state of the rear suspension 48A may include a state in which the first portion and the second portion move slightly relative to each other when a strong force is applied to the rear wheels.

The front suspension 48B is configured to be provided between the frame 18 and the front wheels of the manpowered vehicle 10 . More specifically, front suspension 48B is provided on front fork 32 . The front suspension 48B absorbs impact applied to the front wheels. The front suspension 48B may be a hydraulic suspension or an air suspension.

The front suspension 48B includes a first portion and a second portion fitted in the first portion and movable relative to the first portion. The operating state of the front suspension 48B includes a locked state in which relative movement between the first portion and the second portion is restricted, and an unlocked state in which relative movement between the first portion and the second portion is permitted. The front suspension 48B preferably further includes an actuator. Actuators include, for example, electric motors. The actuator switches the operating state of the front suspension 48B. Note that the locked state of the front suspension 48B may include a state in which the first portion and the second portion move slightly relative to each other when a strong force is applied to the front wheel.

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

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

Motor 42 includes an electric motor. The motor 42 is provided so as to transmit rotation to the power transmission path of the manpower driving force H from the pedals 22 to the rear wheels or to the front wheels. The motor 42 is provided on the frame 18 of the manpowered vehicle 10, the rear wheels, or the front wheels. In this embodiment, the motor 42 is coupled to the power transmission path from the crankshaft 14A to the first rotating body 26. As shown in FIG. A power transmission path between the motor 42 and the crankshaft 14A is provided with a one-way clutch to prevent the motor 42 from rotating due to the rotational force of the crank 14 when the crankshaft 14A is rotated in the direction in which the manpowered vehicle 10 moves forward. preferably provided. The housing in which the motor 42 and the drive circuit 44 are provided may be provided with components other than the motor 42 and the drive circuit 44, for example, a reduction gear that reduces the speed of rotation of the motor 42 and outputs it may be provided.

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

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

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

When the manpowered vehicle 10 is provided with the transmission 46 for changing the gear ratio B, the control unit 52 changes the gear ratio B according to the running speed V of the manpowered vehicle 10 and the rotation speed N of the crank 14. may be calculated. In this case, information about the circumference of the drive wheel 12B, the diameter of the drive wheel 12B, or the radius of the drive wheel 12B is stored in advance in the storage unit 54 . The manpowered vehicle controller 50 may include a shift sensor. A shift sensor is provided in the transmission 46, for example. A shift sensor detects the current shift stage of the transmission 46 . The shift sensor is electrically connected to the controller 52 . The relationship between the shift stage and the shift ratio B is pre-stored in the storage unit 54 . The control unit 52 can detect the current gear ratio B from the detection result of the gear shift sensor. The control unit 52 can calculate the rotation speed N of the crank 14 by dividing the rotation speed of the drive wheel 12B by the gear ratio B. In this case, the vehicle speed sensor 58 and the shift sensor may be used as the crank rotation sensor 56 . Instead of the transmission 46, the shift sensor may be provided in the shift operating portion, or may be provided in the shift wire.

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

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

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

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

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

The controller 50 includes a controller 52 that controls a motor 42 that assists in propelling the manpowered vehicle 10 having the crank 14 . The control unit 52 controls the motor 42 according to the human power driving force H input to the crank 14 and the rotation speed N of the crank 14 . The control unit 52 sets the human-powered driving force H input to the crank 14 to the first predetermined value HX, the rotational speed N of the crank 14 to the second predetermined value NX, and sets the human-powered vehicle 10 to the first predetermined value NX. In the running speed state, the motor 42 is adjusted so that at least one of the assist ratio A of the driving force of the motor 42 to the human driving force H input to the crank 14 and the maximum value of the driving force of the motor 42 becomes the first value A1. to control. The control unit 52 sets the human-powered driving force H input to the crank 14 to the first predetermined value HX, the rotation speed N of the crank 14 to the second predetermined value NX, and sets the human-powered vehicle 10 to the first predetermined value NX. In the second traveling speed state different from the first traveling speed state, the motor 42 is controlled so that at least one of the assist ratio A and the maximum value of the driving force of the motor 42 becomes the second value A2. The first value A1 is different from the second value A2.

Preferably, the first value A1 is greater than the second value A2. In one example, both the first value A1 and the second value A2 are values different from the assist ratio A predetermined for each control mode or the maximum value of the driving force of the motor 42 . When not in the first traveling speed state and not in the second traveling speed state, the control unit 52 controls the motor 42 with the assist ratio A predetermined for each control mode or the maximum value of the driving force of the motor 42 . In this case, both the first value A1 and the second value A2 are preferably smaller than the maximum value of the assist ratio A or the driving force of the motor 42 determined for each control mode. The first value A1 is larger than the assist ratio A predetermined for each control mode or the maximum value of the driving force of the motor 42, and the second value A2 is greater than the assist ratio A predetermined for each control mode or the motor 42. may be smaller than the maximum value of the driving force of In another example, the first value A1 is the maximum value of the assist ratio A or the driving force of the motor 42 corresponding to the control mode that is one step larger than the control mode corresponding to the second value A2. In this case, when the human-powered driving force H input to the crank 14 is the first predetermined value HX and the rotation speed N of the crank 14 is the second predetermined value NX, the control unit 52 is in the first running speed state. and the second running speed state, the control mode is changed. In another example, one of the first value A1 and the second value A2 is the maximum value of the assist ratio A or the driving force of the motor 42 predetermined for each control mode, and the other of the first value A1 and the second value A2 is is a value different from the maximum value of the assist ratio A or the driving force of the motor 42 predetermined for each control mode. In this case, when the human-powered driving force H input to the crank 14 is the first predetermined value HX and the rotation speed N of the crank 14 is the second predetermined value NX, the control unit 52 is in the first running speed state. and the second running speed state, it is preferable to change the assist ratio A or the maximum value of the driving force of the motor 42 between the first value A1 and the second value A2 without changing the control mode. .

The first predetermined value HX is preferably 10 Nm or less. Specifically, the first predetermined value HX is preferably all values of 10 Nm or less. The second predetermined value NX is preferably a value of 50 rpm or less. Specifically, the second predetermined value NX is preferably all values of 50 rpm or less. When the human-powered driving force H is 0 Nm or more and 10 Nm or less, the rotation speed N of the crank 14 is 0 rpm or more and 50 rpm or less, and the man-powered vehicle 10 is in the first traveling speed state , the assist ratio A and the maximum value of the driving force of the motor 42 are controlled so that at least one of them becomes the first value A1. When the human-powered driving force H is 0 Nm or more and 10 Nm or less, the rotation speed N of the crank 14 is 0 rpm or more and 50 rpm or less, and the man-powered vehicle 10 is in the second traveling speed state , the motor 42 is controlled so that at least one of the assist ratio A and the maximum value of the driving force of the motor 42 becomes the second value A2.

In one example, in a first travel speed state, the manpowered vehicle 10 travels at a first speed V1, and in a second travel speed state, the manpowered vehicle 10 travels at a second speed V2, where the first speed V1 is the second speed V2. Larger than 2-speed V2. The first speed V1 is preferably 25 km/h or less. More preferably, the first speed V1 is 12 km/h or less. The first speed V1 may be 8 km or less, or may be 5 km or less. In the first travel speed state, the manpowered vehicle 10 travels in the first speed range DV1, and in the second travel speed state, the manpowered vehicle 10 travels in the second speed range DV2. The first speed V1 includes all values of the first speed range DV1. The second velocity V2 includes all values of the second velocity range DV2. Preferably, the first speed range DV1 and the second speed range DV2 do not overlap. The lower limit of the first speed range DV1 is greater than the upper limit of the second speed range DV2. The first speed range DV1 may not have an upper limit. The second speed range DV2 preferably has a lower limit of 0 or no lower limit. When the first speed range DV1 and the second speed range DV2 are continuous and the traveling speed V of the manpowered vehicle 10 is included in one of the first speed range DV1 and the second speed range DV2, the manpowered vehicle 10: When the human power driving force H input to the crank 14 is the first predetermined value HX and the rotation speed N of the crank 14 is the second predetermined value NX, one of the first running speed state and the second running speed state is selected. run with

FIG. 3 shows the relationship between the manpower driving force H and the assist ratio A when the rotational speed N of the crank 14 is the second predetermined value NX. The relationship between the manpower driving force H and the maximum value of the driving force of the motor 42 when the rotation speed N of the crank 14 is the second predetermined value NX is obtained by substituting the maximum value of the driving force of the motor 42 for the assist ratio A in FIG. relationship.

It is preferable that the control unit 52 changes at least one of the assist ratio A and the maximum value of the driving force of the motor 42 according to the human-powered driving force H. When the human-powered driving force H is within the predetermined driving-force range DH, the control unit 52 increases at least one of the assist ratio A and the maximum value of the driving force of the motor 42 according to the increase of the human-powered driving force H. is preferred. When the manpowered vehicle 10 is in the first traveling speed state or the second traveling speed state, the control unit 52 adjusts at least one of the assist ratio A and the maximum value of the driving force of the motor 42 according to the increase in the manpower driving force H. Larger is preferred. A solid line in FIG. 3 indicates the relationship between the human power driving force H and the first value A1 when the rotational speed N of the crank 14 is the second predetermined value NX. A two-dot chain line in FIG. 3 indicates the relationship between the human power driving force H and the second value A2 when the rotational speed N of the crank 14 is the second predetermined value NX. When the human-powered driving force H is within the predetermined driving-force range DH, the control unit 52 controls the motor 42 so that the first value A1 increases as the human-powered driving force H increases. When the human-powered driving force H is within the predetermined driving-force range DH, the control unit 52 controls the motor 42 so that the second value A2 increases as the human-powered driving force H increases.

For example, the control unit 52 sets the first value A1 and the second value A2 according to information defining the relationship between the human power driving force H, the rotation speed N of the crank 14, and the correction coefficient stored in the storage unit 54. It is preferable to calculate The information defining the relationship between the manpower driving force H, the rotational speed N of the crank 14, and the correction coefficient includes, for example, at least one of a map, a relational expression, and a table. The storage unit 54 stores, for example, information defining the relationship between the human-powered driving force H and the first coefficient for calculating the first value A1, and information for calculating the rotation speed N of the crank 14 and the first value A1. and the relationship with the second coefficient. For example, in the first traveling speed state, the control unit 52 calculates the first value A1 by multiplying the assist ratio A or the maximum value determined for each control mode by the first coefficient and the second coefficient. do. The storage unit 54 stores, for example, information defining the relationship between the human-powered driving force H and the third coefficient for calculating the second value A2, and information for calculating the rotation speed N of the crank 14 and the first value A1. and the relationship with the fourth coefficient. For example, when the vehicle is in the second traveling speed state, the control unit 52 calculates the second value A2 by multiplying the assist ratio A or the maximum value determined for each control mode by the third coefficient and the fourth coefficient. do.

FIG. 4 shows the relationship between the rotation speed N of the crank 14 and the assist ratio A when the human driving force H is the first predetermined value HX. The relationship between the rotational speed N of the crank 14 and the maximum driving force of the motor 42 when the human driving force H is the first predetermined value HX is obtained by replacing the assist ratio A in FIG. 4 with the maximum driving force of the motor 42. relationship.

It is preferable that the control unit 52 changes at least one of the assist ratio A and the maximum value of the driving force of the motor 42 according to the rotational speed N of the crank 14 . When the rotation speed N of the crank 14 is within the predetermined rotation speed range DN, the control unit 52 adjusts at least one of the assist ratio A and the maximum value of the driving force of the motor 42 in accordance with the increase in the rotation speed N of the crank 14. is preferred to be small. When the manpowered vehicle 10 is in the first traveling speed state or the second traveling speed state, the control unit 52 adjusts at least the assist ratio A and the maximum value of the driving force of the motor 42 according to the increase in the rotational speed N of the crank 14. It is preferable to make one smaller. A solid line in FIG. 4 indicates the relationship between the rotational speed N of the crank 14 and the first value A1 when the human-powered driving force H is the first predetermined value HX. A two-dot chain line in FIG. 4 indicates the relationship between the rotational speed N of the crank 14 and the second value A2 when the human-powered driving force H is the first predetermined value HX. When the rotation speed N of the crank 14 is within the predetermined rotation speed range DN, the control unit 52 controls the motor 42 so that the first value A1 decreases as the rotation speed N of the crank 14 increases. When the rotation speed N of the crank 14 is within the predetermined rotation speed range DN, the control unit 52 controls the motor 42 so that the second value A2 decreases as the rotation speed N of the crank 14 increases.

The control unit 52 determines whether the traveling speed V is included in the first speed range DV1 when the human driving force H is the first predetermined value HX and the rotational speed N of the crank 14 is the second predetermined value NX. At least one of the assist ratio A and the maximum value of the driving force of the motor 42 when included in the second speed range DV2 is made smaller than at least one of the assist ratio A and the maximum value of the driving force of the motor 42 . Therefore, when the rider wants to run slowly at a low speed, it is possible to suppress an increase in the driving force of the motor 42 .

Processing for controlling the motor 42 will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S11 in the flowchart shown in FIG. After the flow chart of FIG. 5 ends, the control unit 52 repeats the process from step S11 after a predetermined period until the power supply is stopped.

In step S11, the control unit 52 determines whether or not the human power driving force H is the first predetermined value HX and the rotational speed N of the crank 14 is the second predetermined value NX. The control unit 52 ends the process when the human-powered driving force H is not the first predetermined value HX and when the rotational speed N of the crank 14 is not the second predetermined value NX. When the human-powered driving force H is the first predetermined value HX and the rotation speed N of the crank 14 is the second predetermined value NX, the control unit 52 proceeds to step S12.

In step S12, the control unit 52 determines whether or not the vehicle is in the first traveling speed state. In the case of the first running speed state, the control unit 52 proceeds to step S13. In step S13, the control unit 52 controls the motor 42 so that at least one of the assist ratio A and the driving force of the motor 42 becomes the first value A1, and ends the process.

In step S12, if the vehicle is not in the first traveling speed state, the control unit 52 proceeds to step S14. If the second speed range DV2 in the second traveling speed state does not overlap with the first speed range DV1 in the first traveling speed state, the control unit 52 proceeds to step S14 in the case of the second traveling speed state in step S12. . In step S14, the control unit 52 controls the motor 42 so that at least one of the assist ratio A and the driving force of the motor 42 becomes the second value A2, and ends the process.

If a negative determination is made in step S11, the control unit 52 preferably controls the motor 42 according to at least one of the manpower driving force H, the rotation speed N of the crank 14, and other parameters. If the first value A1 and the second value A2 are not the maximum value of the assist ratio A and the driving force of the motor 42 that are set for each control mode, the control unit 52 makes a negative determination in step S11. It is preferable to control the motor 42 so that the assist ratio A set in the current control mode and the driving force of the motor 42 are maximized.

In the first travel speed state, the manpowered vehicle 10 travels in a first speed range DV1, and in the second travel speed state, the manpowered vehicle 10 travels in a second speed range DV2, the first speed range DV1, and At least one of the second speed ranges DV2 is preferably changeable. When the first speed range DV1 is changeable, it is preferable that at least one of the upper limit value and the lower limit value of the first speed range DV1 is changeable. When the second speed range DV2 is changeable, it is preferable that at least one of the upper limit value and the lower limit value of the second speed range DV2 is changeable. When the first speed range DV1 and the second speed range DV2 are continuous, the lower limit value of the first speed range DV1 and the upper limit value of the second speed range DV2 are preferably changed at the same time.

At least one of the first speed range DV1 and the second speed range DV2 is preferably changed according to at least one of running conditions and running resistance. The driving situation includes at least one of the inclination of the manpowered vehicle 10, the state of the suspension 48, and the state of the seat post 20. The inclination of manpowered vehicle 10 preferably includes the pitch angle of manpowered vehicle 10 . The running resistance includes at least one of the road surface resistance of the road on which the manpowered vehicle 10 travels, the slope resistance of the road surface, and the wind.

When changing at least one of the first speed range DV1 and the second speed range DV2 according to the driving conditions, the control device 50 preferably includes a first detection section 62 that detects the driving conditions.

When the driving situation includes the tilt of the manpowered vehicle 10, the first detection unit 62 includes, for example, a tilt sensor. The tilt sensor detects the tilt angle of the vehicle body 16 . Tilt sensors include, for example, gyro sensors. The gyro sensor preferably includes a 3-axis gyro sensor. The gyro sensor is preferably configured to detect the yaw angle of the vehicle body 16, the roll angle of the vehicle body 16, and the pitch angle of the vehicle body 16. The three axes of the gyro sensor are preferably aligned in the longitudinal direction, the lateral direction, and the vertical direction of the manpowered vehicle 10 in a state in which the manpowered vehicle 10 is placed upright on a horizontal plane with its front and rear wheels on the ground. It is provided on the drive vehicle 10 . The gyro sensor may include a 1-axis gyro sensor or a 2-axis gyro sensor. The first detector 62 may include an acceleration sensor. The acceleration sensor detects at least one acceleration in the longitudinal direction, the lateral direction, and the vertical direction of the manpowered vehicle 10 when the manpowered vehicle 10 is standing upright on a horizontal plane.

When the control unit 52 changes at least one of the first speed range DV1 and the second speed range DV2 according to the inclination of the manpowered vehicle 10, for example, the pitch angle of the manpowered vehicle 10 is set to a predetermined angle corresponding to an uphill. In the above cases, the lower limit value of the first speed range DV1 is set lower and the upper limit value of the second speed range DV2 is set lower than when the angle is less than the predetermined angle. In this case, it is possible to suppress the difficulty in increasing the driving force of the motor 42 when the traveling speed V is low on an uphill of a predetermined angle or more.

When the running condition includes the state of the suspension 48, the first detection unit 62 detects at least one of the operating state and stroke length of the suspension 48, for example. In this case, the first detection unit 62 may be provided in the suspension 48 to detect the state of the suspension 48, or may be provided in an operation device for operating the suspension 48 to detect the state of the suspension 48 according to the operation state of the operation device. may be detected.

When changing at least one of the first speed range DV1 and the second speed range DV2 according to the operating state of the suspension 48, for example, when the suspension 48 is in the unlocked state, the control unit 52 controls the first speed range to be higher than that in the locked state. The lower limit of the range DV1 is lowered, and the upper limit of the second speed range DV2 is lowered. In this case, it is possible to prevent the driving force of the motor 42 from increasing easily when the traveling speed V is low when the suspension 48 is released. Therefore, when the suspension 48 is in the released state and the vehicle travels on a rough road surface, it becomes easier to overcome obstacles.

When changing at least one of the first speed range DV1 and the second speed range DV2 according to the stroke length of the suspension 48, for example, when the stroke length variation is large, the control unit 52 changes the Also, the lower limit value of the first speed range DV1 is lowered, and the upper limit value of the second speed range DV2 is lowered. In this case, it is possible to suppress the difficulty in increasing the driving force of the motor 42 when the running speed V is low on a rough road surface where the stroke length of the suspension 48 fluctuates greatly. Therefore, it becomes easier to overcome obstacles when traveling on a rough road surface.

When the running situation includes the state of the seat post 20, the first detection unit 62 detects the height of the seat post 20, for example. In this case, the first detection unit 62 may be provided in the seat post 20 to detect the state of the seat post 20, or may be provided in an operation device for operating the seat post 20 to detect the seat according to the operation state of the operation device. The state of post 20 may be detected.

When the control unit 52 changes at least one of the first speed range DV1 and the second speed range DV2 according to the height of the seat post 20, for example, when the height of the seat post 20 is equal to or less than a predetermined height, The lower limit of the first speed range DV1 is set lower than when the height is higher than the predetermined height, and the upper limit of the second speed range DV2 is set lower. In this case, when the rider lowers the seat post 20 and the running speed V is low, it is possible to suppress the difficulty of raising the motor 42 . Therefore, it is possible to suppress the difficulty in increasing the driving force of the motor 42 when the rider runs while standing while the seat post 20 is lowered.

When changing at least one of the first speed range DV1 and the second speed range DV2 according to the running resistance, the control device 50 preferably includes a second detection section 64 that detects the running resistance.

When the running resistance includes the road surface resistance of the running road, the second detection unit 64 includes, for example, a camera that detects the road surface condition, a hygrometer that detects the dryness of the road surface, and a vibration sensor that detects the unevenness of the road surface. including one. The vibration sensor is configured similarly to the tilt sensor of the first detection unit 62 . The tilt sensor of the first detector 62 can be used as a vibration sensor, but the vibration sensor may be configured separately from the tilt sensor of the first detector 62 .

When changing at least one of the first speed range DV1 and the second speed range DV2 according to the road surface resistance of the road on which the manpowered vehicle 10 travels, for example, when the road surface resistance is equal to or greater than a predetermined value, the control unit 52 changes the speed range to a predetermined value. The lower limit value of the first speed range DV1 is set lower and the upper limit value of the second speed range DV2 is set lower than in the case of less than. In this case, it is possible to suppress the difficulty in increasing the driving force of the motor 42 when the traveling speed V is low in a state where the road surface resistance is large.

If the running resistance includes the slope resistance of the road surface, the second detection unit 64 includes, for example, a slope sensor. The tilt sensor of the second detection section 64 is configured similarly to the tilt sensor of the first detection section 62 . The tilt sensor of the first detection unit 62 can be used as the tilt sensor of the second detection unit 64, but the tilt sensor of the second detection unit 64 may be configured separately from the tilt sensor of the first detection unit 62. .

When the control unit 52 changes at least one of the first speed range DV1 and the second speed range DV2 according to the gradient resistance of the road surface of the manpowered vehicle 10, for example, the pitch angle of the manpowered vehicle 10 corresponds to an uphill. When the angle is equal to or greater than the predetermined angle, the lower limit value of the first speed range DV1 is set lower than when the angle is less than the predetermined angle, and the upper limit value of the second speed range DV2 is set lower. In this case, it is possible to suppress the difficulty in increasing the driving force of the motor 42 when the traveling speed V is low on an uphill of a predetermined angle or more.

If the running resistance includes wind, the second detector 64 includes, for example, a wind sensor that detects at least one of wind speed and wind pressure. The wind sensor includes at least one of a wind speed sensor and a wind pressure sensor. A wind sensor is provided, for example, on the handlebar 38 of the manpowered vehicle 10 . The wind sensor is preferably configured to detect at least one of a headwind and a tailwind when the manpowered vehicle 10 travels forward.

When changing at least one of the first speed range DV1 and the second speed range DV2 according to at least one of the wind speed and wind pressure of the manpowered vehicle 10, the control unit 52 changes at least one of the wind speed and wind pressure of the manpowered vehicle 10, for example. When one of them is equal to or greater than the predetermined value, the lower limit value of the first speed range DV1 is set lower and the upper limit value of the second speed range DV2 is set lower than when it is less than the predetermined value. In this case, when at least one of the wind speed and the wind pressure is high, it is possible to prevent the driving force of the motor 42 from increasing when the traveling speed V is low.

Processing for changing the speed range will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S21 in the flowchart shown in FIG. After the flow chart of FIG. 6 ends, the control unit 52 repeats the process from step S21 after a predetermined period until the power supply is stopped.

In step S21, the control unit 52 determines whether or not the conditions for changing the speed range are satisfied. The control unit 52 determines that the condition for changing the speed range is established in accordance with the running condition of the manpowered vehicle 10 and changes in running resistance. If the condition for changing the speed range is not satisfied, the control unit 52 terminates the process. If the conditions for changing the speed range are satisfied, the control unit 52 proceeds to step S22.

In step S22, the control unit 52 changes the speed range and terminates the process. Specifically, the control unit 52 changes at least one of the first speed range DV1 and the second speed range DV2 according to at least one of the running condition and running resistance of the manpowered vehicle 10 .

(Modification)
The description of the embodiment is an example of the possible forms of the manpowered vehicle control device according to the present invention, and is not intended to limit the forms. The manpowered vehicle control device according to the present invention can take, for example, a modification of the embodiment shown below and a combination of at least two mutually consistent modifications. In the following modified examples, the same reference numerals as in the embodiment are given to the parts that are common to the embodiment, and the description thereof is omitted.

- At least one of the first speed range DV1 and the second speed range DV2 may be changed by the operating device. The operating device may be provided on the manpowered vehicle 10 or may be an external device.

- At least one of the manpower driving force H and the rotational speed N of the crank 14 may be different between the first traveling speed state and the second traveling speed state.

- In the process of FIG. 5, the process of step S11 can be omitted. In this case, regardless of the manpower driving force H and the rotation speed N of the crank 14, the control unit 52 sets at least one of the assist ratio A and the maximum value to the first value A1 when the vehicle is in the first traveling speed state. The motor 42 is controlled so that at least one of the assist ratio A and the maximum value becomes the second value A2 when the vehicle is in the second traveling speed state. In this case, for example, information defining the relationship between the human-powered driving force H and the rotational speed N of the crank 14 and the correction coefficient for calculating the first value A1, the human-powered driving force H and the rotational speed N of the crank 14, and the and the information defining the relationship with the correction coefficient for calculating the binary A2. Accordingly, when the manpower driving force H is the first predetermined value HX, the rotation speed N of the crank 14 is the second predetermined value NX, and the manpowered vehicle 10 is in the first traveling speed state, , when the human-powered driving force H is the first predetermined value HX, the rotation speed N of the crank 14 is the second predetermined value NX, and the manpowered vehicle 10 is in the second running speed state, and At least one of the assist ratio A and the maximum value can be made different.

DESCRIPTION OF SYMBOLS 10... Human-powered vehicle, 14... Crank, 42... Motor, 50... Control apparatus for human-powered vehicles, 52... Control part.

Claims (10)

including a control unit that controls a motor that assists the propulsion of a human-powered vehicle having a crank;
The control unit
controlling the motor according to the human power driving force input to the crank and the rotation speed of the crank;
When the human-powered driving force input to the crank is within a first predetermined range, the rotational speed of the crank is within a second predetermined range, and the human-powered vehicle is in a first running speed state. controlling the motor so that at least one of an assist ratio of the driving force of the motor to the human driving force input to the crank and a maximum value of the driving force of the motor becomes a first value;
The human-powered driving force input to the crank is within the first predetermined range, the rotational speed of the crank is within the second predetermined range, and the human-powered vehicle is driven at the first traveling speed. controlling the motor so that at least one of the assist ratio and the maximum value of the driving force of the motor becomes a second value when the vehicle is in a second traveling speed state different from the state;
the first value is different from the second value,
the first value is greater than the second value;
In the first travel speed state, the manpowered vehicle travels in a first speed range;
in the second travel speed state, the manpowered vehicle travels in a second speed range;
A controller for a manpowered vehicle , wherein a lower limit of the first speed range is greater than an upper limit of the second speed range . in the first travel speed state, the manpowered vehicle travels in the first speed range;
in the second travel speed state, the manpowered vehicle travels in the second speed range;
2. The manpowered vehicle controller of claim 1, wherein at least one of said first speed range and said second speed range is variable. 3. The controller for a manpowered vehicle according to claim 2, wherein at least one of said first speed range and said second speed range is changed according to at least one of running conditions and running resistance. including a control unit that controls a motor that assists the propulsion of a human-powered vehicle having a crank;
The control unit
controlling the motor according to the human power driving force input to the crank and the rotation speed of the crank;
When the human-powered driving force input to the crank is within a first predetermined range, the rotational speed of the crank is within a second predetermined range, and the human-powered vehicle is in a first traveling speed state. controlling the motor so that at least one of an assist ratio of the driving force of the motor to the human driving force input to the crank and a maximum value of the driving force of the motor becomes a first value;
The human-powered driving force input to the crank is within the first predetermined range, the rotational speed of the crank is within the second predetermined range, and the human-powered vehicle is driven at the first traveling speed. controlling the motor so that at least one of the assist ratio and the maximum value of the driving force of the motor becomes a second value when the vehicle is in a second traveling speed state different from the state;
the first value is different from the second value,
In the first travel speed state, the manpowered vehicle travels in a first speed range;
in the second travel speed state, the manpowered vehicle travels in a second speed range;
at least one of the first speed range and the second speed range is changeable;
At least one of the first speed range and the second speed range is changed according to at least one of running conditions and running resistance. 5. The manpowered vehicle control device according to any one of claims 1 to 4, wherein said first predetermined range is a range of 10 Nm or less. including a control unit that controls a motor that assists the propulsion of a human-powered vehicle having a crank;
The control unit
controlling the motor according to the human power driving force input to the crank and the rotation speed of the crank;
When the human-powered driving force input to the crank is within a first predetermined range, the rotational speed of the crank is within a second predetermined range, and the human-powered vehicle is in a first running speed state. controlling the motor so that at least one of an assist ratio of the driving force of the motor to the human driving force input to the crank and a maximum value of the driving force of the motor becomes a first value;
The human-powered driving force input to the crank is within the first predetermined range, the rotational speed of the crank is within the second predetermined range, and the human-powered vehicle is driven at the first traveling speed. controlling the motor so that at least one of the assist ratio and the maximum value of the driving force of the motor becomes a second value when the vehicle is in a second traveling speed state different from the state;
the first value is different from the second value,
The control device for a human-powered vehicle, wherein the first predetermined range is a range of 10 Nm or less. In the first travel speed state, the manpowered vehicle travels in a first speed range;
in the second travel speed state, the manpowered vehicle travels in a second speed range;
7. The controller for a manpowered vehicle according to claim 4 , wherein the lower limit of said first speed range is greater than the upper limit of said second speed range. 8. The manpowered vehicle control device according to any one of claims 1 to 7 , wherein said second predetermined range is a range of 50 rpm or less. When the human-powered driving force is within a predetermined driving-force range, the control unit increases at least one of the assist ratio and the maximum value of the driving force of the motor in accordance with an increase in the human-powered driving force. Item 9. The human powered vehicle control device according to any one of Items 1 to 8. When the human-powered vehicle is in the first traveling speed state or the second traveling speed state, the control unit adjusts at least the assist ratio and the maximum value of the driving force of the motor according to the increase in the human-powered driving force. 10. A controller for a manpowered vehicle according to claim 9, wherein one is enlarged.

Images