JP7312867B2 - 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 One of the objects of the present invention is to provide a control device for a manpower-driven vehicle that can suitably control a motor.

A manpowered vehicle control device according to a first aspect of the present disclosure is a manpowered vehicle control device used in a manpowered vehicle, wherein the manpowered vehicle includes a first input section and a second input section connected to a crankshaft and supplied with a manpower driving force, and a motor for assisting the propulsion of the manpowered vehicle. It includes a control section that changes the control state of the motor.
According to the manpower-driven vehicle control device of the first aspect, the motor can be preferably controlled according to the balance between the first load and the second load.

In the manpowered vehicle control device of the second aspect according to the first aspect of the present disclosure, the control unit changes the control state of the motor according to a first ratio of the first load to the second load or a difference between the first load and the second load.
According to the manpower-driven vehicle control device of the second aspect, it is possible to suitably change the control state of the motor according to the first ratio or the difference between the first load and the second load.

In the control device for a manpowered vehicle according to the third aspect of the second aspect of the present disclosure, the control unit controls the motor in a first control state when the first ratio is maintained in the first range, controls the motor in a second control state when the first ratio is not in the first range, and controls at least one of a second ratio of the output of the motor to the manpower driving force and a maximum value of the output of the motor in the case of the first control state, compared to the case of the second control state. is small.
According to the manpowered vehicle control device of the third aspect, when the state in which the first ratio is included in the first range is maintained, only the second ratio, only the maximum value of the motor output, or both the second ratio and the maximum value of the motor output can be reduced.

In the fourth aspect of the manpowered vehicle control device according to the third aspect of the present disclosure, the first range includes at least a part of the range of 7/13 or more and 13/7 or less.
According to the manpowered vehicle control device of the fourth aspect, when the first ratio is in the first range including 7/13 or more and 13/7 or less, only the second ratio, only the maximum value of the motor output, or both the second ratio and the maximum value of the motor output can be reduced.

In the manpowered vehicle control device of the fifth aspect according to the fourth aspect of the present disclosure, the first range includes one.
According to the manpowered vehicle control device of the fifth aspect, when the first ratio is in the first range including 1, only the second ratio, only the maximum value of the motor output, or both the second ratio and the maximum value of the motor output can be reduced.

A manpowered vehicle control device according to a sixth aspect of the present disclosure is a manpowered vehicle control device used in a manpowered vehicle, wherein the manpowered vehicle includes a first input section and a second input section connected to a crankshaft to receive a manpowered driving force, and a motor that assists the propulsion of the manpowered vehicle. a control unit for changing the control state of the motor in response to a state;
According to the manpower-driven vehicle control device of the sixth aspect, the motor can be preferably controlled according to the state of change in the first load applied to the first input section and the state of change in the second load applied to the second input section.

In the control device for a manpowered vehicle according to the sixth aspect of the present disclosure, the control unit changes the control state of the motor according to the state of change of the first load applied to the first input unit and the state of change of the second load applied to the second input unit when the first input unit and the second input unit are at positions other than the top dead center and the bottom dead center.
According to the manpowered vehicle control device of the seventh aspect, when the first input section and the second input section are located at positions other than the top dead center and the bottom dead center, the motor can be preferably controlled according to the state of change in the first load applied to the first input section and the state of change in the second load applied to the second input section.

In the eighth aspect manpowered vehicle control device according to the sixth or seventh aspect of the present disclosure, the motor is configured to assist the propulsion of the manpowered vehicle while the crankshaft is rotating in a first rotational direction, and the control unit controls the motor when one of the first load and the second load applied in the first rotational direction increases and then the other of the first load and the second load applied in the second rotational direction opposite to the first rotational direction increases. to change
According to the manpowered vehicle control device of the eighth aspect, when one of the first load and the second load applied in the first rotation direction increases and then the other of the first load and the second load applied in the second rotation direction increases, the motor can be preferably controlled.

In the control device for a manpowered vehicle according to the eighth aspect of the present disclosure, when the motor is controlled in the second control state, the control unit changes the control state of the motor from the second control state to the first control state when the other of the first load and the second load applied in the second rotation direction of the crankshaft increases after the one of the first load and the second load applied in the first rotation direction of the crankshaft increases. In the case of (2), at least one of the second ratio of the output of the motor to the manpower driving force input to the manpowered vehicle and the maximum value of the output of the motor is smaller than in the second control state.
According to the manpowered vehicle control device of the ninth aspect, when one of the first load and the second load applied in the first rotation direction increases and then the other of the first load and the second load applied in the second rotation direction increases, only the second ratio, only the maximum value of the motor output, or both the second ratio and the maximum value of the motor output can be reduced.

A manpowered vehicle control device according to a tenth aspect of the present disclosure is a manpowered vehicle control device used in a manpowered vehicle, wherein the manpowered vehicle includes a first input section and a second input section connected to a crankshaft to receive a manpowered driving force, and a motor that assists propulsion of the manpowered vehicle while the crankshaft is rotating in a first rotation direction. a control unit that changes the control state of the motor when one of the second loads applied to the crankshaft in the second rotational direction of the crankshaft is greater than or equal to a predetermined value or less than the predetermined value.
According to the control device for a manpowered vehicle of the tenth aspect, the motor can be preferably controlled when one of the first load and the second load applied in the second rotation direction of the crankshaft is greater than or equal to the predetermined value or less than the predetermined value.

In the controller for a manpowered vehicle according to the eleventh aspect of the present disclosure, when the one of the first load applied to the first input section and the second load applied to the second input section, which is applied in the second rotation direction of the crankshaft, is equal to or greater than the predetermined value, the control section controls the motor in a first control state, and out of the first load applied to the first input section and the second load applied to the second input section, the one applied in the second rotation direction of the crankshaft. is less than the predetermined value, the motor is controlled in a second control state, and in the case of the first control state, at least one of a second ratio of the output of the motor to the manpower driving force and a maximum value of the output of the motor is smaller than in the case of the second control state.
According to the manpowered vehicle control device of the eleventh aspect, when one of the first load and the second load applied in the second rotation direction of the crankshaft is equal to or greater than a predetermined value, only the second ratio, only the maximum value of the motor output, or both the second ratio and the maximum value of the motor output can be reduced.

In the twelfth aspect of the manpowered vehicle control device according to the tenth or eleventh aspect of the present disclosure, the predetermined value is 80 Newtons or more.
According to the manpower-driven vehicle control device of the twelfth aspect, the motor can be preferably controlled using a predetermined value of 80 Newtons or more.

In the manpowered vehicle control device of the thirteenth aspect according to the tenth or eleventh aspect of the present disclosure, the predetermined value is 150 Newtons or less.
According to the manpower-driven vehicle control device of the thirteenth aspect, the motor can be preferably controlled using a predetermined value of 150 Newtons or less.

In the manpowered vehicle control device of the fourteenth aspect according to any one of the third, ninth, and eleventh aspects of the present disclosure, the control unit prohibits the motor from being controlled in the first control state when the rotational phase of the crankshaft is outside the fourth range.
According to the manpower-driven vehicle control device of the fourteenth aspect, when the rotation phase of the crankshaft is outside the fourth range, it is possible to suppress a decrease in at least one of the second ratio and the maximum value of the motor output.

In the manpowered vehicle control device of the fifteenth aspect according to the fourteenth aspect of the present disclosure, the first input section and the second input section are connected to the crankshaft at phases 180 degrees apart from each other in the rotational direction of the crankshaft, and the fourth range includes rotational phases of the crankshaft at which the first input section and the second input section are 90 degrees apart from top dead center and bottom dead center, respectively.
According to the manpowered vehicle control device of the fifteenth aspect, the first input section and the second input section respectively correspond to the fourth range including the rotational phase of the crankshaft 90 degrees away from the top dead center and the bottom dead center.

In the sixteenth aspect of the manpowered vehicle control device according to any one of the third, ninth, eleventh, fourteenth, and fifteenth aspects of the present disclosure, the control unit prohibits the motor from being controlled in the first control state when the rotation speed of the crankshaft is equal to or higher than a predetermined speed.
According to the manpower-driven vehicle control device of the sixteenth aspect, when the rotation speed of the crankshaft is equal to or higher than the predetermined speed, it is possible to suppress a decrease in at least one of the second ratio and the maximum value of the motor output.

The manpowered vehicle control apparatus of the seventeenth aspect according to any one of the first through sixteenth aspects of the present disclosure, wherein the first input section and the second input section each include a crank arm.
According to the manpowered vehicle control device of the seventeenth aspect, the motor can be suitably controlled according to the first load and the second load applied to the crank arm.

The manpowered vehicle control apparatus of the eighteenth aspect according to any one of the first through seventeenth aspects of the present disclosure, wherein the first input section and the second input section each include a pedal.
According to the manpower-driven vehicle control device of the eighteenth aspect, the motor can be suitably controlled according to the first load and the second load applied to the pedals.

The manpowered vehicle control device of the nineteenth aspect according to the seventeenth aspect of the present disclosure, further comprising a detector that detects the first load and the second load, the detector being provided on the crank arm.
According to the manpower-driven vehicle control device of the nineteenth aspect, the first load and the second load applied to the crank arm can be preferably detected by the detector.

The manpowered vehicle control device of the twentieth aspect according to the eighteenth aspect of the present disclosure, further comprising a detector for detecting the first load and the second load, the detector being provided on the pedal.
According to the manpower-driven vehicle control device of the twentieth aspect, the first load and the second load applied to the pedal can be preferably detected by the detector.

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 a manpowered vehicle control device according to a first embodiment; FIG. 1 is a block diagram showing an electrical configuration of a controller for a manpowered vehicle according to a first embodiment; FIG. FIG. 3 is a flowchart of a process of switching a motor control state executed by the control unit in FIG. 2; FIG. FIG. 11 is a flow chart of processing for changing from a second control state to a first control state, which is executed by a control unit according to the second embodiment; FIG. 9 is a flowchart of processing for changing from a first control state to a second control state, which is executed by a control unit according to the second embodiment; FIG. 4 is a flowchart of a process of switching a motor control state executed by the control unit in FIG. 3; FIG.

(First embodiment)
A human-powered vehicle control device 50 according to the first embodiment will be described with reference to FIGS. 1 to 3. 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.

The manpowered vehicle controller 50 is used in the manpowered vehicle 10 . The manpowered vehicle 10 includes a first input section 14 and a second input section 16 connected to the crankshaft 12 and receiving a manpowered driving force H, and a motor 18 that assists in propulsion of the manpowered vehicle 10 . First input portion 14 and second input portion 16 each include a crank arm 20 . Manpowered vehicle 10 includes a crank 22 . The crankshaft 12 , the crank arm 20 of the first input section 14 and the crank arm 20 of the second input section 16 are included in the crank 22 . Preferably, first input 14 and second input 16 each include a pedal 24 . Manpowered vehicle 10 further includes drive wheels 26 and frame 28 . A human driving force H is input to the crank 22 . Crankshaft 12 is rotatable with respect to frame 28 . The crank arms 20 are provided at axial ends of the crankshaft 12, respectively. A pair of pedals 24 are connected to each crank arm 20 . Drive wheel 26 is driven by rotation of crank 22 . A drive wheel 26 is supported by a frame 28 . The crank 22 and drive wheel 26 are connected by a drive mechanism 30 . Drive mechanism 30 includes a first rotor 32 coupled to crankshaft 12 . The crankshaft 12 and the first rotor 32 may be coupled via a first one-way clutch. The first one-way clutch rotates the first rotating body 32 forward when the crank 22 rotates forward, and prevents the first rotating body 32 from rotating backward when the crank 22 rotates backward. The first rotating body 32 includes a sprocket, pulley, or bevel gear. Drive mechanism 30 further includes a second rotating body 34 and a connecting member 36 . The connecting member 36 transmits the rotational force of the first rotating body 32 to the second rotating body 34 . Coupling member 36 includes, for example, a chain, belt, or shaft.

The second rotating body 34 is connected to the drive wheel 26 . The second rotating body 34 includes a sprocket, pulley, or bevel gear. A second one-way clutch is preferably provided between the second rotor 34 and the drive wheel 26 . The second one-way clutch rotates the driving wheels 26 forward when the second rotating body 34 rotates forward, and prevents the driving wheels 26 from rotating backward when the second rotating body 34 rotates backward. The manpowered vehicle controller 50 may include a transmission 42 that is used to vary the rotational speed of the drive wheels 26 relative to the rotational speed of the crankshaft 12 . Transmission 42 includes, for example, at least one of a front derailleur, a rear derailleur, and an internal transmission. Transmission 42 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 32 and the second rotating body 34 includes a plurality of sprockets. Only the first rotating body 32, only the second rotating body 34, or both the first rotating body 32 and the second rotating body 34 may include multiple sprockets. In this embodiment, the first rotating body 32 includes one sprocket, and the second rotating body 34 includes multiple sprockets. The derailleur includes a front derailleur when the first rotating body 32 includes multiple front sprockets, and includes a rear derailleur when the second rotating body 34 includes multiple front sprockets. If transmission 42 includes an internal transmission, the internal transmission is provided, for example, at the hub of drive wheel 26 .

Manpowered vehicle 10 includes front and rear wheels. A front wheel is attached to the frame 28 via a front fork 28A. A handlebar 28C is connected to the front fork 28A via a stem 28B. In the following embodiments, the driving wheels 26 are the rear wheels, but the driving wheels 26 may be the front wheels.

The human powered vehicle 10 further includes a battery 38 . Battery 38 includes one or more battery cells. A battery cell includes a rechargeable battery. The battery 38 provides power to other electrical components provided in the manpowered vehicle 10 and electrically connected to the battery 38 , such as the motor 18 and controller 50 . The battery 38 is communicably connected to the controller 52 of the controller 50 by wire or wirelessly. The battery 38 can communicate with the control unit 52 by, for example, power line communication (PLC). The battery 38 may be attached to the outside of the frame 28 or at least partially housed inside the frame 28 .

Manpowered vehicle 10 further includes a drive circuit 40 for motor 18 . Motor 18 and drive circuit 40 are preferably provided in the same housing. A drive circuit 40 controls power supplied from the battery 38 to the motor 18 . The drive circuit 40 is communicably connected to the controller 52 by wire or wirelessly. The drive circuit 40 can communicate with the control unit 52 by serial communication, for example. The drive circuit 40 drives the motor 18 according to the control signal from the controller 52 . A motor 18 assists in propulsion of the manpowered vehicle 10 . Motor 18 includes an electric motor. The motor 18 is provided so as to transmit rotation to the power transmission path of the manpower driving force H from the pedals 24 to the rear wheels or to the front wheels. The motor 18 is provided on at least one of a frame 28, rear wheels, and front wheels of the manpowered vehicle 10. As shown in FIG. The motors 18 may be provided on the frame 28 of the manpowered vehicle 10 only, on the rear wheels only, on the front wheels only, or on any combination of the frame 28, the rear wheels and the front wheels. In one example, motor 18 is coupled to a power transmission path from crankshaft 12 to first rotor 32 . A power transmission path between the motor 18 and the crankshaft 12 is preferably provided with a third one-way clutch so that the torque of the crank 22 does not rotate the motor 18 when the crankshaft 12 is rotated in the forward direction of the manpowered vehicle 10. The housing in which the motor 18 and the drive circuit 40 are provided may be provided with components other than the motor 18 and the drive circuit 40. For example, a reduction gear that reduces the speed of rotation of the motor 18 and outputs it may be provided.

The control device 50 includes a control section 52 . Control unit 52 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). Control unit 52 may include one or more microcomputers. The control unit 52 may include a plurality of processing units that are spaced apart at a plurality of locations. Control device 50 further includes storage unit 54 . The storage unit 54 stores various control programs and information used for various control processes. The storage unit 54 includes, for example, nonvolatile memory and volatile memory. The control unit 52 and the storage unit 54 are provided, for example, in a housing in which the motor 18 is provided.

Control device 50 further includes crank rotation sensor 56 , vehicle speed sensor 58 and torque sensor 60 .
A crank rotation sensor 56 is used to detect the rotation speed N of the crankshaft 12 of the manpowered vehicle 10 . The crank rotation sensor 56 is mounted, for example, on the frame 28 of the manpowered vehicle 10 or the housing in which the motor 18 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 12 or on the power transmission path between the crankshaft 12 and the first rotor 32 . The crank rotation sensor 56 is communicably connected to the controller 52 by wire or wirelessly. Crank rotation sensor 56 outputs a signal corresponding to rotation speed N of crankshaft 12 to control unit 52 . The crank rotation sensor 56 may be provided on a member that rotates integrally with the crankshaft 12 in the power transmission path of the manpower driving force H from the crankshaft 12 to the first rotor 32 . For example, the crank rotation sensor 56 may be provided on the first rotating body 32 if a first one-way clutch is not provided between the crankshaft 12 and the first rotating body 32 . Crank rotation sensor 56 may be used to detect vehicle speed V of manpowered vehicle 10 . In this case, the control unit 52 detects the vehicle speed V of the manpowered vehicle 10 by calculating the rotational speed of the driving wheels 26 according to the rotational speed N of the crankshaft 12 detected by the crank rotation sensor 56 and the gear ratio. Information about the gear ratio is pre-stored in the storage unit 54 .

If the manpowered vehicle 10 is provided with a transmission 42 for changing the gear ratio, the control unit 52 may calculate the gear ratio according to the vehicle speed V of the manpowered vehicle 10 and the rotational speed N of the crankshaft 12 . In this case, information about the circumference of the drive wheel 26, the diameter of the drive wheel 26, or the radius of the drive wheel 26 is stored in advance in the storage unit 54. FIG. Controller 50 may include a shift sensor. A shift sensor is provided in the transmission 42, for example. A shift sensor detects the current shift stage of the transmission 42 . The shift sensor is electrically connected to the controller 52 . The relationship between the shift stage and the gear ratio is pre-stored in the storage unit 54 . The control unit 52 can detect the current gear ratio from the detection result of the gear shift sensor. The control unit 52 can calculate the rotation speed N of the crankshaft 12 by dividing the rotation speed of the driving wheels 26 by the gear ratio. 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 42, 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. The vehicle speed sensor 58 is electrically connected to the controller 52 by wire or wirelessly. The vehicle speed sensor 58 is communicably connected to the controller 52 by wire or wirelessly. The vehicle speed sensor 58 outputs a signal corresponding to the rotation speed of the wheels to the controller 52 . The control unit 52 calculates the vehicle speed V of the manpowered vehicle 10 based on the rotational speed of the wheels. The control unit 52 stops the motor 18 when the vehicle 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 may be attached to the chain stay of the frame 28 and configured to detect a magnet attached to the rear wheel, or may be provided to the front fork 28A and configured to detect a magnet attached to the front wheel. In another example, vehicle speed sensor 58 includes a GPS receiver. The control unit 52 may detect the vehicle speed V of the manpowered vehicle 10 according to GPS information acquired by the GPS receiving unit, map information pre-recorded 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 18 is provided. The torque sensor 60 detects the torque TH of the manpower driving force H input to the crank 22 . 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 motor 18 is configured to assist in propelling the manpowered vehicle 10 while the crankshaft 12 is rotating in the first rotational direction A1. The first rotation direction A1 corresponds to the rotation direction of the crankshaft 12 when the manpowered vehicle 10 moves forward.

The control unit 52 controls the motor 18 so that the assist force of the motor 18 becomes a predetermined second ratio A to the human driving force H, for example. The control unit 52 may control the motor 18 so that the output torque TM of the assist force of the motor 18 with respect to the torque TH of the manpower driving force H of the manpowered vehicle 10 becomes a predetermined second ratio A, for example. The control unit 52 controls the motor 18 in one control mode selected from a plurality of control modes in which the second ratio A of the output of the motor 18 to the human driving force H is different, for example. A torque ratio AT of the output torque TM of the motor 18 to the torque TH of the manpower driving force H of the manpowered vehicle 10 may be referred to as a second ratio A in some cases. The control unit 52 may control the motor 18 so that the power WM (watts) of the motor 18 becomes a predetermined second ratio A with respect to the power WH (watts) of the human driving force H, for example. 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 22 . When the output of the motor 18 is input to the power path of the manpower driving force H through the speed reducer, the output of the speed reducer is the output of the motor 18 . The control unit 52 outputs a control command to the drive circuit 40 of the motor 18 according to the torque TH or the power WH of the manpower driving force H. The control command includes, for example, a torque command value.

The control unit 52 controls the motor 18 so that the maximum value MX of the output of the motor 18 is equal to or less than a predetermined value. For example, the control unit 52 controls the motor 18 in one control mode selected from a plurality of control modes with different maximum values MX. The output of motor 18 includes the output torque TM of motor 18 . The output of motor 18 may include power WM of motor 18 . In this case, the controller 52 controls the motor 18 so that the power WM of the motor 18 is equal to or less than the predetermined value WM1. The predetermined value WM1 is 500 watts in one example. The predetermined value WM1 is 300 watts in another example. The control unit 52 may control the motor 18 so that the torque ratio AT is equal to or less than a predetermined torque ratio AT1. The predetermined torque ratio AT1 is, for example, 300%.

At least one of the second ratio A and the maximum value MX of the output of the motor 18 may be different in each of the plurality of control modes. Only the second ratio A, only the maximum value MX, or both the second ratio A and the maximum value MX may be different in each of the plurality of control modes. In this case, the control unit 52 controls the motor 18 so that the output of the motor 18 is equal to or less than the second ratio A defined in the selected control mode of the motor 18 and is equal to or less than the predetermined value.

The control unit 52 changes the control state of the motor 18 according to the balance between the first load G1 applied to the first input unit 14 and the second load G2 applied to the second input unit 16 .

In one example, the control device 50 further includes a detector 62 that detects the first load G1 and the second load G2, and the detector 62 is provided on the crank arm 20 . A detector 62 is provided on each crank arm 20 . The detection unit 62 includes, for example, a strain sensor or the like. A strain sensor includes a strain gauge. The detector 62 preferably detects strain caused by bending of the crank arms 20 in a direction orthogonal to the extending direction of each crank arm 20 and the extending direction of the rotational axis of the crankshaft 12 . One of the first load G1 and the second load G2 is detected as a positive force applied in one of the rotational directions of the crank arm 20, and the other is detected as a positive force applied in the other rotational direction of the crank arm 20.

In another example, the control device 50 further includes a detector 64 that detects the first load G1 and the second load G2, and the detector 64 is provided on the pedal 24, as indicated by the two-dot chain line in FIG. A detector 64 is provided for each pedal 24 . The detector 64 includes, for example, a load sensor or a pressure sensor. The detection portion 64 is provided on at least one of the surface of the pedal 24 and the connecting portion between the pedal 24 and the crank arm 20 . The detector 64 may be provided only on the surface of the pedal 24 , only on the connection between the pedal 24 and the crank arm 20 , or on both the surface of the pedal 24 and the connection between the pedal 24 and the crank arm 20 . The connection includes a pedal axle that rotatably supports the pedal 24 with respect to the crank arm 20 . The detection unit 64 preferably detects a vertical downward load or pressure load applied to each pedal 24 or a tangential downward load or pressure load on the rotation locus of each pedal 24 . When the detection unit 64 detects a vertically downward load or a pressure load applied to each pedal 24, the first load G1 and the second load G2 are preferably detected as a positive force applied to each pedal 24 in a vertically downward direction. When the detection unit 64 detects a load or a pressure load in the tangential direction below the rotation locus of each pedal 24, one of the first load G1 and the second load G2 is detected as a force applied in one of the rotational directions of the crank arm 20 as a positive value, and the other is detected as a positive value as a force applied in the other rotational direction of the crank arm 20.

The control device 50 may include both the detection section 62 and the detection section 64, or may include only one of them. If the control device 50 includes both the detection unit 62 and the detection unit 64, the control unit 52 may change the control state of the motor 18 using one or both of the first load G1 and the second load G2 detected by the detection unit 62 and the first load G1 and the second load G2 detected by the detection unit 64.

The control unit 52 changes the control state of the motor 18 according to the first ratio R of the first load G1 to the second load G2 or the difference between the first load G1 and the second load G2. When the control unit 52 changes the control state of the motor 18 according to the difference between the first load G1 and the second load G2, for example, when the absolute value of the difference between the first load G1 and the second load G2 is less than a predetermined value, the control unit 52 controls the motor 18 in the third control state, and when the absolute value of the difference between the first load G1 and the second load G2 is greater than or equal to the predetermined value, controls the motor 18 in the fourth control state. In the case of the third control state, it is preferable that at least one of the second ratio A of the output of the motor 18 to the manpower driving force H and the maximum value MX of the output of the motor 18 is smaller than in the case of the fourth control state. In the case of the third control state, it is preferable that only the second ratio A and only the maximum value MX, or both the second ratio A and the maximum value MX are smaller than in the case of the fourth control state.

When the control unit 52 changes the control state of the motor 18 according to the first ratio R, preferably, the control unit 52 controls the motor 18 in the first control state when the first ratio R is maintained within the first range XR, and controls the motor 18 in the second control state when the first ratio R is not within the first range XR. In the first control state, at least one of the second ratio A of the output of the motor 18 to the human driving force H and the maximum value MX of the output of the motor 18 is smaller than in the second control state. In the first control state, only the second ratio A, only the maximum value MX, or both the second ratio A and the maximum value MX are smaller than in the second control state. Preferably, the first range XR includes at least part of the range of 7/13 or more and 13/7 or less. Preferably, the first range XR includes one. It is preferable that the lower limit of the first range XR is 7/13 or more and the upper limit is 13/7 or less. The median value of the first range XR is preferably one. The storage unit 54 may store the first range XR changeably. In this case, it is preferable that the first range XR is stored in the storage unit 54 so as to be changeable by an operation unit provided in the manpowered vehicle 10, an external device, or the like.

When the rider puts his foot on the pedal 24 of the first input unit 14 and the pedal 24 of the second input unit 16 and does not pedal the pedal 24, or when he puts his foot on the pedal 24 of the first input unit 14 and the pedal 24 of the second input unit 16 and swings the crank 22 at a small angle, the state in which the first ratio R is included in the first range XR is likely to be maintained. Therefore, when the state in which the first ratio R is included in the first range XR is maintained, by controlling the motor 18 in the first control state, at least one of the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 can be reduced when the rider puts his foot on the pedal 24 and does not pedal the pedal 24 and when he puts his foot on the pedal 24 and swings the crank 22. This facilitates balancing the human powered vehicle 10, especially with the rider standing with their feet on the pedals 24.

Preferably, control unit 52 prohibits control of motor 18 in the first control state when the rotational phase of crankshaft 12 is outside the fourth range. The first input portion 14 and the second input portion 16 are connected to the crankshaft 12 at phases 180 degrees apart from each other in the rotational direction of the crankshaft 12, and the fourth range preferably includes the rotational phases of the crankshaft 12 at which the first input portion 14 and the second input portion 16 are 90 degrees away from the top dead center and the bottom dead center, respectively. For example, when the top dead center is 0 degrees of the rotational phase of the crankshaft 12, the fourth range includes a rotational phase range of the crankshaft 12 from 45 degrees or more to 135 degrees or less and a rotational phase range of the crankshaft 12 from 225 degrees or more to 315 degrees or less.

In particular, when the rider stands with his/her feet on the pedals 24 of the first input section 14 and the pedals 24 of the second input section 16 and does not pedal the pedals 24, the crank arm 20 of the first input section 14 and the crank arm 20 of the second input section 16 are likely to be maintained in a region including a rotational phase 90 degrees away from the vertical dead center. When the rider pedals the pedals 24, the crank arm 20 of the first input section 14 and the crank arm 20 of the second input section 16 are likely to be positioned outside the fourth range including the rotational phase 90 degrees away from the vertical dead center. Therefore, by prohibiting the motor 18 from being controlled in the first control state when the rotation phase of the crankshaft 12 is outside the fourth range, it is possible to prevent at least one of the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 from decreasing when the rider pedals.

Preferably, the control unit 52 prohibits the motor 18 from being controlled in the first control state when the rotation speed N of the crankshaft 12 is equal to or higher than the predetermined speed NX. The predetermined speed NX preferably includes a value that allows determination that the rider is intentionally pedaling the pedals 24 . By prohibiting the motor 18 from being controlled in the first control state when the rotation speed N of the crankshaft 12 is equal to or higher than the predetermined speed NX, and controlling the motor 18 in the second control state, it is possible to prevent at least one of the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 from decreasing when the rider pedals.

Processing for changing the control state of the motor 18 will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S11 of the flowchart shown in FIG.

In step S11, the control unit 52 determines whether or not the rotation speed N of the crankshaft 12 is equal to or higher than a predetermined speed NX. If the rotation speed N of the crankshaft 12 is not equal to or higher than the predetermined speed NX, the control unit 52 proceeds to step S12.

In step S12, the control unit 52 determines whether or not the rotational phase of the crankshaft 12 is outside the fourth range. If the rotational phase of the crankshaft 12 is not outside the fourth range, the controller 52 proceeds to step S13.

In step S13, the control unit 52 determines whether or not the first ratio R is included in the first range XR. If the first ratio R is within the first range XR in step S13, the controller 52 proceeds to step S14.

In step S14, the control unit 52 determines whether the state in which the first ratio R is included in the first range XR is maintained. For example, the control unit 52 determines that the state in which the first ratio R is included in the first range XR is maintained when the time after it is determined that the first ratio R is included in the first range XR is equal to or longer than a predetermined time. For example, when the first ratio R is included in the first range XR continuously for a predetermined number of times or more in the detection period of the first load G1 and the second load G2 or the calculation period of the first ratio R, the control unit 52 determines that the state in which the first ratio R is included in the first range XR is maintained. When the state in which the first ratio R is included in the first range XR is maintained, the control unit 52 proceeds to step S15. In step S15, the control unit 52 controls the motor 18 in the first control state, and terminates the process.

When the rotation speed N of the crankshaft 12 is equal to or higher than the predetermined speed NX in step S11, the control unit 52 proceeds to step S16. In step S16, the control unit 52 controls the motor 18 in the second control state, and terminates the process. The control unit 52 does not control the motor 18 in the first control state when the rotation speed N of the crankshaft 12 is equal to or higher than the predetermined speed NX. If the determination in step S11 is YES, the control unit 52 may set a flag to prohibit control of the motor 18 in the first control state, and terminate the process. In this case, if the determination in step S11 is NO, the control unit 52 may cancel the flag that prohibits the control of the motor 18 in the first control state.

If the rotational phase of the crankshaft 12 is outside the fourth range in step S12, the controller 52 proceeds to step S16. In step S16, the control unit 52 controls the motor 18 in the second control state, and terminates the process. The control unit 52 does not control the motor 18 in the first control state when the rotational phase of the crankshaft 12 is outside the fourth range. If the determination in step S12 is YES, the control unit 52 may set a flag to prohibit control of the motor 18 in the first control state, and terminate the process. In this case, if the determination in step S12 is NO, the control unit 52 may cancel the flag that prohibits the control of the motor 18 in the first control state.

If the first ratio R is not included in the first range XR in step S13, the control unit 52 proceeds to step S16. In step S16, the control unit 52 controls the motor 18 in the second control state, and terminates the process. The control unit 52 does not control the motor 18 in the first control state when the first ratio R is not included in the first range XR. If the determination in step S13 is NO, the control unit 52 may set a flag to prohibit control of the motor 18 in the first control state, and end the process. In this case, if the determination in step S13 is YES, the control unit 52 may cancel the flag that prohibits the control of the motor 18 in the first control state.

If the state in which the first ratio R is included in the first range XR is not maintained in step S14, the control unit 52 proceeds to step S16. In step S16, the control unit 52 controls the motor 18 in the second control state, and terminates the process. The control unit 52 does not control the motor 18 in the first control state when the state in which the first ratio R is included in the first range XR is not maintained. If the determination in step S14 is NO, the control unit 52 may set a flag to prohibit control of the motor 18 in the first control state, and terminate the process. In this case, if the determination in step S14 is YES, the control unit 52 may cancel the flag that prohibits the control of the motor 18 in the first control state.

(Second embodiment)
A control device 50 according to the second embodiment will be described with reference to FIGS. 4 and 5. FIG. The control device 50 of the second embodiment is the same as the control device 50 of the first embodiment except that the processing for switching between the first control state and the second control state is different. Therefore, the same reference numerals as in the first embodiment are given to the configurations that are common to the first embodiment, and overlapping descriptions are omitted.

The control unit 52 changes the control state of the motor 18 according to the change state of the first load G1 applied to the first input unit 14 and the change state of the second load G2 applied to the second input unit 16. Preferably, when the first input unit 14 and the second input unit 16 are at positions other than the top dead center and the bottom dead center, the control unit 52 changes the control state of the motor 18 according to the change state of the first load G1 applied to the first input unit 14 and the change state of the second load G2 applied to the second input unit 16.

The control unit 52 includes a control unit 52 that changes the control state of the motor 18 when one of the first load G1 and the second load G2 applied in the first rotation direction A1 increases and then the other of the first load G1 and the second load G2 applied in the second rotation direction A2 opposite to the first rotation direction A1 increases.

When the motor 18 is controlled in the second control state, the control unit 52 changes the control state of the motor 18 from the second control state to the first control state when one of the first load G1 and the second load G2 applied in the first rotation direction A1 of the crankshaft 12 increases and then the other of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 increases. In the first control state, the control unit 52 makes at least one of the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 smaller than in the second control state.

When the first input portion 14 is positioned within a range including the rotational phase of the crankshaft 12 positioned forward of the manpowered vehicle 10 relative to the top dead center and the bottom dead center, and the second input portion 16 is positioned within a range including the rotational phase of the crankshaft 12 positioned rearward of the manpowered vehicle 10 relative to the top dead center and the bottom dead center, the first load G1 of the first input portion 14 is applied in the first rotational direction A1 of the crankshaft 12 by gravity and pedaling force. In this case, the second load G2 of the second input portion 16 is applied in the second rotation direction A2 of the crankshaft 12 by gravity and pedaling force. When the first input portion 14 is positioned within a range including the rotational phase of the crankshaft 12 positioned behind the manpowered vehicle 10 relative to the top dead center and the bottom dead center, and the second input portion 16 is positioned within a range including the rotational phase of the crankshaft 12 positioned forward of the manpowered vehicle 10 relative to the top dead center and the bottom dead center, the first load G1 of the first input portion 14 is applied in the second rotational direction A2 of the crankshaft 12 by gravity and pedaling force. In this case, the second load G2 of the second input portion 16 is applied in the first rotation direction A1 of the crankshaft 12 by gravity and pedaling force.

A case where at least one of the first load G1 and the second load G2 becomes zero when the rider puts his/her feet on the pedals 24 of the first input unit 14 and the pedals 24 of the second input unit 16 and does not step on the pedals 24 is also included. For example, when the first load G1 is larger than the second load, the crankshaft 12 rotates in one of the first rotation direction A1 and the second rotation direction A2 in which the force of the first load G1 is applied. For example, when the first load G1 is smaller than the second load G2, the crankshaft 12 rotates in one of the first rotation direction A1 and the second rotation direction A2 in which the force of the second load G2 is applied.

When the rider puts his foot on the pedal 24 of the first input unit 14 and the pedal 24 of the second input unit 16 and does not step on the pedal 24, one of the first load G1 and the second load G2 applied in the first rotation direction A1 and the other of the first load G1 and the second load G2 applied in the second rotation direction A2 tend to alternately increase or decrease. Therefore, by controlling the motor in the first control state when one of the first load G1 and the second load G2 applied in the first rotation direction A1 increases and the other of the first load G1 and the second load G2 applied in the second rotation direction A2 increases, at least one of the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 can be reduced when the rider is not pedaling the pedals 24.

Processing for changing the control state of the motor 18 from the second control state to the first control state will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S21 of the flowchart shown in FIG. In this embodiment, the control unit 52 starts up in the second control state when power is supplied.

In step S21, the controller 52 determines whether or not the motor 18 is being controlled in the second control state. If the control unit 52 does not control the motor 18 in the second control state in step S21, the process ends. When controlling the motor in the second control state, the control unit 52 proceeds to step S22.

In step S22, the control unit 52 determines whether or not the rotation speed N of the crankshaft 12 is equal to or higher than a predetermined speed NX. If the rotation speed N of the crankshaft 12 is not equal to or higher than the predetermined speed NX, the control unit 52 proceeds to step S23.

In step S23, the control unit 52 determines whether or not the rotation phase of the crankshaft 12 is outside the fourth range. If the rotational phase of the crankshaft 12 is not outside the fourth range, the controller 52 proceeds to step S24. When the rotation phase of the crankshaft 12 is in the fourth range, the first input portion 14 and the second input portion 16 are at positions other than the top dead center and the bottom dead center.

In step S24, the control unit 52 determines whether or not the other of the first load G1 and the second load G2 applied in the second rotational direction A2 of the crankshaft 12 increases after one of the first load G1 and the second load G2 applied in the first rotational direction A1 of the crankshaft 12 increases. For example, after one of the first load G1 and the second load G2 applied in the first rotation direction A1 of the crankshaft 12 increases, the control unit 52 determines YES in step S24 when the other of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 increases within a predetermined time. If one of the first load G1 and the second load G2 applied in the first rotation direction A1 of the crankshaft 12 increases and then the other of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 increases, the control unit 52 proceeds to step S25. In step S25, the control unit 52 changes from the second control state to the first control state, and terminates the process.

If the rotation speed N of the crankshaft 12 is equal to or higher than the predetermined speed NX in step S22, the control unit 52 ends the process. The control unit 52 does not control the motor 18 in the first control state when the rotation speed N of the crankshaft 12 is equal to or higher than the predetermined speed NX. If the determination in step S22 is YES, the control unit 52 may set a flag to prohibit control of the motor 18 in the first control state, and terminate the process. In this case, if the determination in step S22 is NO, the control section 52 may cancel the flag that prohibits the control of the motor 18 in the first control state.

If the rotational phase of the crankshaft 12 is outside the fourth range in step S23, the controller 52 ends the process. The control unit 52 does not control the motor 18 in the first control state when the rotational phase of the crankshaft 12 is outside the fourth range. If the determination in step S23 is YES, the control unit 52 may set a flag to prohibit control of the motor 18 in the first control state, and end the process. In this case, if the determination in step S23 is NO, the control unit 52 may cancel the flag that prohibits the control of the motor 18 in the first control state.

In step S24, if the other of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 does not increase within a predetermined time after one of the first load G1 and the second load G2 applied in the first rotation direction A1 of the crankshaft 12 increases, the control unit 52 ends the process. The control unit 52 does not control the motor 18 in the first control state when one of the first load G1 and the second load G2 applied in the first rotation direction A1 of the crankshaft 12 increases after the other of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 does not increase. If NO in step S24, the control unit 52 may set a flag to prohibit control of the motor 18 in the first control state, and terminate the process. In this case, if YES in step S24, the control unit 52 may cancel the flag that prohibits the control of the motor 18 in the first control state.

Processing for changing the control state of the motor 18 from the first control state to the second control state 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 S31 of the flowchart shown in FIG.

In step S31, the controller 52 determines whether or not the motor 18 is being controlled in the first control state. If the control unit 52 does not control the motor 18 in the first control state, the process ends. When controlling the motor 18 in the first control state, the control unit 52 proceeds to step S32.

In step S32, the control unit 52 determines whether or not the conditions for changing to the second control state are satisfied. The condition for changing to the second control state is satisfied, for example, when the rotation speed N of the crankshaft 12 is equal to or higher than a predetermined speed NX. The condition for changing to the second control state is met, for example, when the rotational phase of the crankshaft 12 is outside the fourth range. The condition for changing to the second control state is established, for example, when one of the first load G1 and the second load G2 applied in the first rotation direction A1 of the crankshaft 12 increases and then the other of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 does not increase. The condition for changing to the second control state may be satisfied when at least one of a plurality of conditions is satisfied, or may be satisfied when two or more predetermined conditions among the plurality of conditions are satisfied.

If the condition for changing to the second control state is not satisfied in step S32, the control unit 52 ends the process. When the condition for changing to the second control state is satisfied in step S32, the control unit 52 proceeds to step S33. In step S33, the control unit 52 changes to the second control state and terminates the process.

(Third embodiment)
A control device 50 according to the third embodiment will be described with reference to FIG. The control device 50 of the third embodiment is the same as the control device 50 of the first embodiment except that the processing for switching between the first control state and the second control state is different. Therefore, the same reference numerals as those of the first embodiment are given to the configurations that are common to the first embodiment, and overlapping explanations are omitted.

The control unit 52 changes the control state of the motor 18 depending on whether one of the first load G1 applied to the first input unit 14 and the second load G2 applied to the second input unit 16 applied in the second rotation direction A2 of the crankshaft 12 is greater than or equal to a predetermined value GX or less than the predetermined value GX. Preferably, the predetermined value GX is 80 Newtons or more. More preferably, the predetermined value GX is 150 Newtons or less.

When one of the first load G1 applied to the first input portion 14 and the second load G2 applied to the second input portion 16, which is applied in the second rotation direction A2 of the crankshaft 12, is equal to or greater than a predetermined value GX, the control unit 52 controls the motor 18 in the first control state, and the one of the first load G1 applied to the first input portion 14 and the second load G2 applied to the second input portion, which is applied in the second rotation direction A2 of the crankshaft 12, is predetermined. If less than the value GX, the motor 18 is controlled in the second control state. In the first control state, the control unit 52 makes at least one of the second ratio A and the maximum value MX of the output of the motor 18 smaller than in the second control state.

When the rider puts his/her feet on the pedals 24 of the first input unit 14 and the pedals 24 of the second input unit 16 and does not pedal the pedals 24, the force applied in the second rotation direction A2 of the first load G1 and the second load G2 tends to be larger than when the pedals 24 are pedaled. Therefore, by controlling the motor in the first control state when one of the first load G1 and the second load G2 applied in the second rotation direction A2 is equal to or greater than the predetermined value GX, at least one of the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 can be reduced when the rider is not pedaling the pedal 24.

Processing for changing the control state of the motor 18 from the second control state to the first control state 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.

The control unit 52 executes the process of step S41 of FIG. 6 instead of the process of step S14 of FIG. The control unit 52 performs the same processes as steps S11, S12, S15 and S16 in FIG. 3 in steps S11, S12, S15 and S16 in FIG. In step S13 of FIG. 6, the control unit 52 performs the same process as in step S13 of FIG. 3, and when the determination in step S13 of FIG. 6 is YES, the process proceeds to step S41.

In step S41, the control unit 52 determines whether or not one of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 is equal to or greater than a predetermined value GX. If one of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 is equal to or greater than a predetermined value GX, the control unit 52 proceeds to step S15.

In step S41, if one of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 is not equal to or greater than a predetermined value GX, the control unit 52 proceeds to step S16. In step S16, the control unit 52 controls the motor 18 in the second control state, and terminates the process. The control unit 52 does not control the motor 18 in the first control state when one of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 is not equal to or greater than a predetermined value GX. If the determination in step S41 is NO, the control unit 52 may set a flag to prohibit control of the motor 18 in the first control state, and terminate the process. In this case, if the determination in step S41 is YES, the control unit 52 may cancel the flag that prohibits the control of the motor 18 in the first control state.

(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.

In the first embodiment, after one of the first load G1 and the second load G2 applied in the first rotation direction A1 increases, the other of the first load G1 and the second load G2 applied in the second rotation direction A2 increases, and the state where the first ratio R is included in the first range XR is maintained, and when one of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 is equal to or greater than the predetermined value GX. , the motor 18 may be controlled in the first control state.

In the first embodiment, when the state in which the first ratio R is included in the first range XR is maintained, and when one of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 is equal to or greater than the predetermined value GX, the motor 18 may be controlled in the first control state.

In the first embodiment, after one of the first load G1 and the second load G2 applied in the first rotation direction A1 increases, the other of the first load G1 and the second load G2 applied in the second rotation direction A2 increases, and the state where the first ratio R is included in the first range XR is maintained, and when one of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 is equal to or greater than the predetermined value GX. , the motor 18 may be controlled in the first control state.

In the second embodiment, when one of the first load G1 and the second load G2 applied in the second rotation direction A2 of the crankshaft 12 is equal to or greater than the predetermined value GX, and when one of the first load G1 and the second load G2 applied in the first rotation direction A1 increases and then the other of the first load G1 and the second load G2 applied in the second rotation direction A2 increases, the motor 18 may be controlled in the first control state.

- The order of steps S11, S12, S13, and S14 in FIG. 3 of the first embodiment may be changed.
- Processing of steps S22, S23, S24, and S25 of FIG. 4 of 2nd Embodiment may change an order.
- The order of steps S11, S12, S13, and S41 in FIG. 6 of the third embodiment may be changed.

- You may omit step S11 from the process of FIG. 3 of 1st Embodiment, and FIG. 6 of 3rd Embodiment. In this case, when power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S12 of the flowchart shown in FIG. 3 or FIG.

- You may omit step S12 from the process of FIG. 3 of 1st Embodiment, and FIG. 6 of 3rd Embodiment. In this case, if the determination in step S11 is NO, the control unit 52 proceeds to step S13.

- You may omit step S13 from the process of FIG. 3 of 1st Embodiment, and FIG. 6 of 3rd Embodiment. In this case, if the determination in step S12 is NO, the control unit 52 proceeds to step S14.

- You may omit step S14 from the process of FIG. 3 of 1st Embodiment. In this case, if the determination in step S13 is YES, the control unit 52 proceeds to step S15.
Any two or any three of steps S11, S12, S13, and S14 may be omitted from the process of FIG. 3 of the first embodiment.
- You may omit step S41 from the process of FIG. 6 of 3rd Embodiment. In this case, if the determination in step S13 is YES, the control unit 52 proceeds to step S15.

Any two or any three of steps S11, S12, S13, and S41 may be omitted from the process of FIG. 6 of the third embodiment.

- You may omit step S22 from the process of FIG. 4 of 2nd Embodiment. In this case, if the determination in step S22 is NO, the control unit 52 proceeds to step S23.
- You may omit step S23 from the process of FIG. 4 of 2nd Embodiment. In this case, if the determination in step S23 is NO, the control unit 52 proceeds to step S24.
- You may omit step S22 and step S23 from the process of FIG. 4 of 2nd Embodiment.

In the second embodiment and its modification, the second control state may be changed to the first control state according to the amount of change in the first load G1 per predetermined time and the amount of change in the second load G2 per predetermined time. In this case, the state of change of the first load G1 includes the amount of change of the first load G1 per predetermined time, and the state of change of the second load G2 includes the amount of change of the second load G2 per predetermined time. For example, the control unit 52 changes from the second control state to the first control state when the amount of change in the first load G1 per predetermined time is greater than or equal to a first predetermined value and the amount of change in the second load G2 per predetermined time is greater than or equal to a second predetermined value.

In the second embodiment and its modification, the control unit 52 may change the control state of the motor 18 according to the change state of the first load G1 applied to the first input unit 14 and the change state of the second load G2 applied to the second input unit 16 even when the first input unit 14 and the second input unit 16 are at the top dead center and the bottom dead center.

In the first to third embodiments and their modifications, the control unit 52 may control the motor 18 so that at least one of the second ratio A and the maximum value MX of the output of the motor 18 is greater in the first control state than in the second control state. The control unit 52 may control the motor 18 so that only the second ratio A, only the maximum value MX, or both the second ratio A and the maximum value MX are larger in the first control state than in the second control state.

DESCRIPTION OF SYMBOLS 10... Human-powered vehicle, 12... Crankshaft, 14... 1st input part, 16... 2nd input part, 20... Crank arm, 24... Pedal, 18... Motor, 50... Control device for human-powered vehicle, 52... Control part, 62... Detecting part, 64... Detecting part.

Claims (14)

A human-powered vehicle control device used in a human-powered vehicle,
The human-powered vehicle includes a first input section and a second input section connected to a crankshaft and supplied with a human-powered driving force, and a motor that assists the propulsion of the human-powered vehicle,
The human-powered vehicle control device includes:
A control unit that changes a control state of the motor according to a change state of the first load applied to the first input unit and a change state of the second load applied to the second input unit,
A control device for a manpowered vehicle, wherein the state of change of the first load and the state of change of the second load relate to force in the rotational direction of the crankshaft. wherein the motor is configured to assist propulsion of the manpowered vehicle while the crankshaft is rotating in a first rotational direction;
2. The manpowered vehicle control device according to claim 1 , wherein the control unit changes the control state of the motor when one of the first load and the second load applied in the first rotation direction increases and then the other of the first load and the second load applied in the second rotation direction opposite to the first rotation direction increases. A human-powered vehicle control device used in a human-powered vehicle,
The human-powered vehicle includes a first input section and a second input section connected to a crankshaft and supplied with a human-powered driving force, and a motor that assists the propulsion of the human-powered vehicle,
The human-powered vehicle control device includes:
A control device for a manpowered vehicle, including a control unit that changes the control state of the motor according to the amount of change per predetermined time in the first load applied to the first input unit and the amount of change per predetermined time in the second load applied to the second input unit. 4. The control device for a manpowered vehicle according to claim 1, wherein, when the first input section and the second input section are at positions other than the top dead center and the bottom dead center, the control section changes the control state of the motor according to a state of change in the first load applied to the first input section and a state of change in the second load applied to the second input section. A human-powered vehicle control device used in a human-powered vehicle,
The human-powered vehicle includes a first input section and a second input section connected to a crankshaft and supplied with a human-powered driving force, and a motor that assists the propulsion of the human-powered vehicle,
The human-powered vehicle control device includes:
A control unit that changes a control state of the motor according to a change state of the first load applied to the first input unit and a change state of the second load applied to the second input unit,
The control device for a manpowered vehicle, wherein the control unit changes the control state of the motor according to the change state of the first load applied to the first input unit and the change state of the second load applied to the second input unit when the first input unit and the second input unit are located at positions other than the top dead center and the bottom dead center. A human-powered vehicle control device used in a human-powered vehicle,
The human-powered vehicle includes a first input section and a second input section connected to a crankshaft and supplied with a human-powered driving force, and a motor that assists the propulsion of the human-powered vehicle,
The human-powered vehicle control device includes:
A control unit that changes a control state of the motor according to a change state of the first load applied to the first input unit and a change state of the second load applied to the second input unit,
wherein the motor is configured to assist propulsion of the manpowered vehicle while the crankshaft is rotating in a first rotational direction;
The control unit changes the control state of the motor when one of the first load and the second load applied in the first rotation direction increases and then the other of the first load and the second load applied in the second rotation direction opposite to the first rotation direction increases. wherein, when the motor is controlled in a second control state, when one of the first load and the second load applied in the first rotation direction of the crankshaft increases and then the other of the first load and the second load applied in the second rotation direction of the crankshaft increases, the control state of the motor is changed from the second control state to the first control state;
7. The manpowered vehicle control device according to claim 2 , wherein in the first control state, at least one of a second ratio of the output of the motor to the manpower driving force input to the manpowered vehicle and a maximum value of the output of the motor is smaller than in the second control state. 8. The controller for a manpowered vehicle according to claim 7 , wherein said control unit prohibits controlling said motor in said first control state when the rotational phase of said crankshaft is outside the fourth range. the first input section and the second input section are connected to the crankshaft in phases separated from each other by 180 degrees in the rotational direction of the crankshaft;
9. The controller for a manpowered vehicle according to claim 8 , wherein said fourth range includes rotational phases of said crankshaft where said first input and said second input are 90 degrees away from top dead center and bottom dead center, respectively. 9. The manpowered vehicle control device according to claim 7, wherein said control unit prohibits controlling said motor in said first control state when the rotation speed of said crankshaft is equal to or higher than a predetermined speed. 11. A controller for a manpowered vehicle according to any one of claims 1 to 10 , wherein said first input and said second input each comprise a crank arm. 12. A controller for a manpowered vehicle as claimed in any preceding claim, wherein the first input and the second input each comprise a pedal. further comprising a detection unit that detects the first load and the second load,
12. The controller for a manpowered vehicle according to claim 11 , wherein said detector is provided on said crank arm. further comprising a detection unit that detects the first load and the second load,
13. The controller for a manpowered vehicle according to claim 12 , wherein said detector is provided on said pedal.