JP7424754B2 - Control device for human-powered vehicles - Google Patents

Description

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

For example, the control device for a human-powered vehicle disclosed in Patent Document 1 calculates a pedal force that is the force with which a driver presses a pedal in a vertical direction, and performs assist control according to the calculated pedal force.

Japanese Patent Application Publication No. 2012-214151

An object of the present invention is to provide a control device for a human-powered vehicle that can suitably control an actuator depending on the load direction of the human-powered driving force.

A control device for a human-powered vehicle according to a first aspect of the present invention includes a control unit that controls an actuator attached to the human-powered vehicle, which includes an input unit into which human-powered driving force is input, and the input unit is configured to control an actuator attached to the human-powered vehicle. The actuator is rotatable about the central axis of a crankshaft attached to the actuator, and the control section controls the actuator according to the load direction of the human power driving force input to the input section.
According to the human-powered vehicle control device of the first aspect, the control unit can suitably control the actuator according to the load direction of the human-powered driving force.

In the control device for a human-powered vehicle according to the second aspect according to the first aspect, the load direction includes at least a first load value in a tangential direction with respect to a rotation orbit circle of the input section and a second load value in a normal direction. Determined based on.
According to the human-powered vehicle control device of the second aspect, the load direction of the human-powered driving force can be determined with high accuracy.

In the control device for a human-driven vehicle according to the third aspect according to the first or second aspect, the rotational position of the input unit includes a first rotational position, and the control unit is configured to be configured to rotate at the first rotational position in a first pedaling motion. The actuator is controlled in a first control state when the load direction at the first rotational position is a first load direction, and in a second pedaling operation after a predetermined time from the first pedaling operation, the load direction at the first rotational position is The actuator is controlled in a second control state when the second load direction is different from the first load direction.
According to the third aspect of the control device for a human-powered vehicle, the control unit controls the actuator according to the load direction of the human-powered driving force generated by the rider's pedaling motion, so that usability for the rider can be improved.

In the control device for a human-powered vehicle according to the fourth aspect according to the first to third aspects, the actuator is a motor that provides propulsive force to the human-powered vehicle, and the control unit controls an output of the motor.
According to the human-powered vehicle control device of the fourth aspect, usability for a rider can be improved.

In the control device for a human-powered vehicle according to the fifth aspect according to the third aspect, the actuator is a motor that provides a propulsion force to the human-powered vehicle, and the control unit is configured to control a first degree of fatigue according to the first load direction. determining a second degree of fatigue according to the second load direction, and when the second degree of fatigue is greater than the first degree of fatigue, the motor applies the human-powered vehicle to the human-powered vehicle. Increase the propulsion ratio.
According to the human-powered vehicle control device of the fifth aspect, the control unit controls the motor based on the degree of fatigue determined according to the load direction of the human-powered driving force, thereby improving usability for the rider.

In the human-powered vehicle control device according to the sixth aspect according to the first to third aspects, the actuator operates at least one of a front derailleur, a rear derailleur, an adjustable seat post, and a suspension attached to the human-powered vehicle. and the control unit controls an output of the actuator.
According to the human-powered vehicle control device of the sixth aspect, at least one of the front derailleur, rear derailleur, adjustable seat post, and suspension can be suitably controlled.

A drive unit for a human-powered vehicle according to a seventh aspect of the present invention includes the control device of the fourth or fifth aspect, and the motor configured to apply propulsive force to the human-powered vehicle.
According to the drive unit of the seventh aspect, propulsion force can be suitably applied to the human-powered vehicle.

In the drive unit for a human-powered vehicle according to the eighth aspect according to the seventh aspect, the output shaft of the motor is arranged parallel to the central axis of the crankshaft.
According to the drive unit for a human-powered vehicle of the eighth aspect, propulsion force can be suitably applied to the human-powered vehicle.

In the drive unit for a human-powered vehicle according to the ninth aspect according to the seventh aspect, the output shaft of the motor is arranged to intersect with the central axis of the crankshaft.
According to the drive unit for a human-powered vehicle of the ninth aspect, propulsion force can be suitably applied to the human-powered vehicle.

In the human-powered vehicle control device according to the tenth aspect according to the second aspect, the load direction is further determined based on a third load value in an axial direction with respect to the central axis of the crankshaft.
According to the human-powered vehicle control device of the tenth aspect, the load direction of the human-powered driving force can be determined with high accuracy.

A control device for a human-powered vehicle according to an eleventh aspect of the present invention includes a control unit that controls components attached to the human-powered vehicle, including an input unit into which human-powered driving force is input, and the input unit is configured to control a component attached to the human-powered vehicle. The control unit determines the degree of fatigue based on the load direction of the human power driving force input to the input unit.
According to the human-powered vehicle control device of the eleventh aspect, the rider's fatigue level can be determined based on the load direction of the human-powered driving force. Therefore, for example, the control unit can control the components depending on the rider's fatigue level.

In the control device for a human-powered vehicle according to the twelfth aspect according to the eleventh aspect, the component is a notification device, and the control section outputs information regarding the degree of fatigue to the notification device.
According to the human-powered vehicle control device of the twelfth aspect, the rider can easily recognize information regarding the degree of fatigue.

In the control device for a human-powered vehicle according to the thirteenth aspect according to the eleventh aspect, the component is an actuator, and the control section controls the actuator according to the degree of fatigue.
According to the human-powered vehicle control device of the thirteenth aspect, usability for a rider can be improved.

According to the human-powered vehicle control device of the present invention, the actuator can be suitably controlled according to the load direction of the human-powered driving force.

FIG. 1 is a side view of a human-powered vehicle including the drive unit of the first embodiment. FIG. 2 is a block diagram showing the electrical configuration of the drive unit of the first embodiment. The graph which shows an example of a hip joint moment at the time of a 1st pedaling motion and a 2nd pedaling motion. The graph which shows an example of a knee joint moment at the time of a 1st pedaling motion and a 2nd pedaling motion. The graph which shows an example of an ankle joint moment at the time of the 1st pedaling motion and the time of the 2nd pedaling motion. An example of the load direction of the human power driving force on the rotation trajectory during the first pedaling operation. An example of the load direction of the human power driving force on the rotation trajectory during the second pedaling operation. 5 is a flowchart illustrating an example of a procedure of processing executed by a control unit according to the first embodiment. FIG. 3 is a schematic diagram showing an example of the arrangement of motors in the drive unit of the first embodiment. FIG. 3 is a schematic diagram showing an example of motor arrangement in the drive unit of the first embodiment. 7 is a flowchart illustrating an example of a procedure of processing executed by a control unit of the second embodiment. FIG. 3 is a block diagram showing the electrical configuration of a human-powered vehicle control device according to a third embodiment. FIG. 3 is a block diagram showing an electrical configuration of a modified human-powered vehicle control device.

<First embodiment>
A human-powered vehicle drive unit 50 including a human-powered vehicle control device 60 according to a first embodiment will be described with reference to FIGS. 1 to 10. Note that, hereinafter, the control device 60 for a human-powered vehicle may be referred to as a control device 60, and the drive unit 50 for a human-powered vehicle may be referred to as a drive unit 50. The drive unit 50 is used in the human powered vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven by at least human-powered driving force. The number of wheels of the human-powered vehicle 10 is not limited, and includes, for example, a one-wheeled vehicle and a vehicle having 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) that are powered by electric motors. Electric bicycles include electric assist bicycles whose propulsion is assisted by an electric motor. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as a bicycle having two wheels.

As shown in FIG. 1, the human-powered vehicle 10 includes a crank 12, wheels 14, a vehicle body 16, and an input section 22. Vehicle body 16 includes a frame 18 and a steering section 20. The crank 12 includes a crankshaft 12A that is rotatable with respect to the frame 18. The wheels 14 include a front wheel 14A and a rear wheel 14B. A front wheel 14A is attached to the frame 18 via a steering section 20. The rear wheel 14B is driven by rotation of the crankshaft 12A. Wheels 14 are supported by frame 18. The crank 12 and the rear wheel 14B are connected by a drive mechanism 24. The drive mechanism 24 includes a first rotating body 26 coupled to the crankshaft 12A. The crankshaft 12A and the first rotating body 26 may be coupled to rotate together, or may be coupled via a first one-way clutch. The first one-way clutch is configured to cause the first rotating body 26 to rotate forward when the crankshaft 12A rotates forward, and not to rotate the first rotating body 26 backward when the crankshaft 12A rotates backward. . The first rotating body 26 includes a sprocket, a pulley, or a bevel gear. The 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 . Connection member 30 includes, for example, a chain, a belt, or a shaft.

The human-powered vehicle 10 may include a transmission used to change the gear ratio of the rotational speed of the drive wheels to the rotational speed of the crankshaft 12A. The transmission includes, for example, at least one of a front derailleur 84 (see FIG. 2), a rear derailleur 86, and an internal transmission. The transmission may include only a front derailleur 84, only a rear derailleur 86, only an internal transmission, or any combination of a front derailleur 84, a rear derailleur 86, 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 a plurality of sprockets. In this embodiment, the first rotating body 26 includes one sprocket, and the second rotating body 28 includes a plurality of sprockets. The transmission includes a front derailleur 84 when the first rotating body 26 includes a plurality of front sprockets, and includes a rear derailleur 86 when the second rotating body 28 includes a plurality of rear sprockets. When the transmission includes an internal transmission, the internal transmission is provided, for example, at the hub of the rear wheel 14B.

The steering section 20 includes a front fork 32 and a handle section 34. Handle portion 34 includes a stem 36 and a handlebar 38. A handlebar 38 is connected to the front fork 32 via a stem 36.

The input section 22 includes a crank arm 22A provided at each end of the crankshaft 12A in the axial direction, and a pedal 22B connected to the crank arm 22A. The input unit 22 receives input of human power driving force from the rider. The input unit 22 is rotatable around the central axis of a crankshaft 12A attached to the human-powered vehicle 10. In one example, the rotation orbit around the central axis of the crankshaft 12A formed by the input section 22 is a circle.

The second rotating body 28 is connected to the rear wheel 14B. The second rotating body 28 includes a sprocket, a pulley, or a bevel gear. It is preferable that a second one-way clutch is provided between the second rotating body 28 and the rear wheel 14B. The second one-way clutch is configured to cause the rear wheel 14B to rotate forward when the second rotating body 28 rotates forward, and not to rotate the rear wheel 14B backward when the second rotating body 28 rotates backward. . In the illustrated human-powered vehicle 10, the rear wheel 14B is a driving wheel.

Human-powered vehicle 10 further includes a battery 40 . Battery 40 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 40 is provided in the human-powered vehicle 10. The battery 40 supplies power to other electrical components, such as the control device 60, to which it is electrically connected. In one example, battery 40 includes a rechargeable secondary battery. The battery 40 is communicably connected to the control device 60 by wire or wirelessly. The battery 40 can communicate with the control device 60 by, for example, power line communication (PLC). Battery 40 may be attached to the outside of frame 18 or may be at least partially housed inside frame 18.

Human-powered vehicle 10 may include an adjustable seat post 88. Adjustable seat post 88 operates to change the height of seat 42. In one example, as the adjustable seat post 88 is driven, the height of the seat 42 relative to the seat tube 16A is changed.

The human powered vehicle 10 may include a suspension 90. The suspension 90 includes a front suspension that reduces the impact that the front wheels 14A receive from the road surface, and a rear suspension that reduces the impact that the rear wheels 14B receive from the road surface. The suspension 90 is configured to be able to change damping rate, stroke amount, and lockout state as operating parameters.

The human powered vehicle 10 may include a notification device 92. The notification device 92 generates vibration, light, sound, and the like. The notification device 92 includes, for example, at least one of a cycle computer, eyewear, a smartphone, a smart watch, a lamp, and a speaker.

The configuration of the drive unit 50 will be described with reference to FIG. 2.
Drive unit 50 includes an actuator 52. The actuator 52 is provided within the housing 50A of the drive unit 50. In one example, actuator 52 is a motor 54 that provides propulsion to a human-powered vehicle. Drive unit 50 includes a control device 60 and a motor 54 configured to provide propulsive force to human-powered vehicle 10 . A configuration other than the motor 54 may be provided in the housing 50A, and includes at least a deceleration mechanism that decelerates and outputs the rotation of the motor 54, and a speed increase mechanism that increases the speed and outputs the rotation of the motor 54. It may contain one.

Control device 60 includes a control section 62 . The control unit 62 controls the actuator 52 attached to the human-powered vehicle 10, which includes the input unit 22 into which human-powered driving force is input. The control unit 62 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing device includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 62 may include one or more microcomputers. The control unit 62 may include a plurality of arithmetic processing units arranged separately at a plurality of locations. Control device 60 further includes a storage unit 64. The storage unit 64 stores various control programs and information used for various control processes. The storage unit 64 includes, for example, nonvolatile memory and volatile memory.

The human-powered vehicle 10 further includes a detection device 66 that detects information regarding the human-powered vehicle. The detection device 66 includes a first detection section 68 that detects the human power driving force input to the input section 22, and a second detection section 70. The first detection section 68 and the second detection section 70 are provided in the input section 22 . The detection device 66 and the control unit 62 are configured to be able to communicate through power line communication.

The detection device 66 detects the human power driving force input by the rider to the input unit 22 as a load value. The load value includes at least one of a first load value in the tangential direction on the rotational trajectory of the input section 22 and a second load value in the normal direction on the rotational trajectory of the input section 22. Detection device 66 includes, for example, a strain sensor, an optical sensor, or a magnetostrictive sensor. The strain sensor includes a strain gauge. The load values detected by the first detection section 68 and the second detection section 70 are a first load value in the tangential direction on the rotational trajectory of the input section 22 and a first load value in the normal direction on the rotational trajectory of the input section 22. Contains both second load values.

The detection device 66 is a speed detection unit that detects at least one of the vehicle speed and acceleration of the human-powered vehicle 10, or at least one of the rotational position of the crankshaft 12A and the rotational position of the crank arm 22A with respect to the frame 18. The engine may include a crank rotation detection section that detects the rotation of the crank. In one example, the speed detection section includes a magnetic lead forming a reed switch or a Hall element. The speed detection section may be provided on the chainstay of the frame 18 to detect a magnet attached to the rear wheel 14B, or may be provided on the front fork 32 to detect a magnet attached to the front wheel 14A. The crank rotation detection section includes, for example, a reed switch or a Hall element. The crank rotation detection section detects a magnet provided on the frame 18 of the human-powered vehicle 10. In another example, the first detection section 68 and the second detection section 70 may be used as a crank rotation detection section. In this case, the control unit 62 calculates the rotational positions of the crankshaft 12A and the crank arm 22A based on the load values detected by at least one of the first detection unit 68 and the second detection unit 70. The detection device 66 may further include a third detection section 72. The third detection unit 72 detects the human power driving force input by the rider to the input unit 22 as a load value. The load value includes at least a third load value in the axial direction of the crankshaft 12A. The third detection unit 72 includes, for example, a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. The first detection section 68, the second detection section 70, and the third detection section 72 may be configured in a housing that includes at least two of them, or may be configured in separate housings.

The human-powered vehicle 10 further includes a tilt sensor 74 that detects the tilt angle of the vehicle body 16. The tilt sensor 74 includes, for example, a gyro sensor. The gyro sensor preferably includes a 3-axis gyro sensor. The gyro sensor is preferably configured to be able 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 preferably extend along the front-rear direction, left-right direction, and up-down direction of the human-powered vehicle 10 when the front wheels 14A and the rear wheels 14B are in contact with the horizontal plane and stand upright. It is provided in the car 10. The gyro sensor may include a 1-axis gyro sensor or a 2-axis gyro sensor.

The control section 62 controls the actuator 52 according to the load direction of the human power driving force input to the input section 22 . The load direction is determined based on at least a first load value in a tangential direction and a second load value in a normal direction with respect to the rotation orbit circle of the input unit 22. In one example, the control unit 62 determines the load direction based on the load value detected by the detection device 66, and performs control based on the determined load direction. In another example, the control unit 62 acquires the load direction calculated by the detection device 66 and performs control based on the acquired load direction. In this case, the detection device 66 includes an arithmetic processing device.

The direction of the load applied to the input section 22 during the first pedaling operation and during the second pedaling operation will be described with reference to FIGS. 3 to 7. An example of the first pedaling motion is a pedaling motion performed before a predetermined period of time has elapsed since the rider started inputting the human power driving force to the input unit 22. An example of the second pedaling motion is a pedaling motion that occurs after a predetermined period of time has elapsed since the rider started inputting the human power driving force to the input unit 22.

The solid line in FIG. 3 indicates an example of the hip joint moment during the first pedaling motion. The broken line in FIG. 3 indicates an example of the hip joint moment during the second pedaling motion. The larger the value on the vertical axis, the more the hip joint is extended, and the smaller the value, the more the hip joint is flexed. The horizontal axis indicates the position of the input section 22 on the rotation orbit circle, and corresponds to the rotation angle of the crankshaft 12A. Comparing the first pedaling motion and the second pedaling motion, the hip joint moment becomes larger during the second pedaling motion. During the second pedaling motion, the human driving force that the rider inputs to the input unit 22 has a large force derived from the hip joint.

The solid line in FIG. 4 indicates an example of the knee joint moment during the first pedaling motion. The broken line in FIG. 4 indicates an example of the knee joint moment during the second pedaling motion. The larger the value on the vertical axis, the more the knee joint is extended, and the smaller the value, the more the knee joint is flexed. The horizontal axis indicates the position of the input section 22 on the rotation orbit circle, and corresponds to the rotation angle of the crankshaft 12A. Comparing the first pedaling motion and the second pedaling motion, the knee joint moment becomes smaller during the second pedaling motion. During the second pedaling motion, the force derived from the knee joint of the human driving force input by the rider to the input unit 22 is reduced.

The solid line in FIG. 5 indicates an example of the ankle joint moment during the first pedaling motion. The broken line in FIG. 5 indicates an example of the ankle joint moment during the second pedaling motion. The larger the value on the vertical axis, the more the ankle joint is extended, and the smaller the value, the more the ankle joint is flexed. The horizontal axis indicates the position of the input section 22 on the rotation orbit circle, and corresponds to the rotation angle of the crankshaft 12A. Comparing the first pedaling motion and the second pedaling motion, the ankle joint moment becomes larger during the second pedaling motion. During the second pedaling motion, the human power driving force that the rider inputs to the input unit 22 has a large force derived from the ankle joint.

FIG. 6 shows an example of the load direction of the human power driving force on the rotation orbit circle during the first pedaling operation. FIG. 7 shows an example of the load direction of the human power driving force on the rotation orbit circle during the second pedaling operation. Each arrow indicates a load direction determined by a first load value in a tangential direction and a second load value in a normal direction with respect to the rotation orbit circle of the input unit 22. The length of each arrow indicates the magnitude of the human power driving force in the direction of the arrow. The broken line indicates the magnitude of the human power driving force in a predetermined unit. The rotational orbit circle includes a rotational position. The rotation position is any point on the rotation orbit circle. The rotational position of the input unit 22 includes a first rotational position. Below, input the angle at which the straight line connecting the top dead center on the rotation orbit circle and the center CP of the rotation orbit circle and the straight line connecting the rotation position of the input unit 22 and the center CP of the rotation orbit circle intersect. This may also be referred to as the angle of the portion 22 or the angle of the crankshaft 12A.

As an example, the first pedaling operation and the second pedaling operation will be compared with the position where the angle of the crankshaft 12A is 90 degrees as the first rotational position. During the second pedaling motion, the force derived from the knee joint moment decreases, and the force derived from the hip joint moment and ankle joint moment increases, so that the load direction changes from the front to the downward or rearward direction with respect to the rotation orbit circle. direction, and a tendency to change in both directions. The forward direction with respect to the rotation orbit circle is a direction normal to the rotation orbit circle at a position where the angle of the crankshaft 12A is 90 degrees, and a direction away from the center CP of the rotation orbit circle. The forward direction corresponds to the direction in which the human-powered vehicle 10 moves forward. The backward direction with respect to the rotational orbital circle is the direction of the normal to the rotational orbital circle at the position where the angle of the crankshaft 12A is 90 degrees, and is the direction approaching the center CP of the rotational orbital circle. The rear corresponds to the direction in which the human-powered vehicle 10 moves backward. The downward direction with respect to the rotational orbital circle is the direction of the tangent to the rotational orbital circle at the position where the angle of the crankshaft 12A is 90 degrees, and is also the vertical direction.

The load direction at the first rotational position changes as the ratio of the magnitude of each joint moment of the rider to the human power driving force changes between the first pedaling motion and the second pedaling motion. During the first pedaling motion, the proportion of the human power driving force derived from the knee joint moment is large, and the proportion of the human power driving force derived from the hip joint moment and the ankle joint moment is small. An example of a muscle that generates the human power driving force derived from the knee joint moment is the quadriceps femoris muscle. The human power driving force generated by the quadriceps femoris has a large proportion of the human power driving force in the forward direction and the downward direction. During the second pedaling motion, the proportion of the human power driving force derived from the knee joint moment is small, and the proportion of the human power driving force derived from the hip joint moment and the ankle joint moment is large. An example of a muscle that generates the human power driving force derived from the hip joint moment is the gluteus maximus. An example of a muscle that generates human power driving force derived from ankle joint moment is the triceps surae. The manual driving force generated by the gluteus maximus and triceps surae muscles has a large proportion of downward and backward manual driving force. Furthermore, by using the gluteus maximus and triceps surae muscles in conjunction with each other, the rider can input human power driving force to the input unit 22 while the angle of the ankle joint has changed from the first pedaling motion. , the proportion of downward human driving force increases.

The load direction includes a first load direction and a second load direction. In the first load direction, the load in the front direction is larger than the second load direction at the first rotational position, or the load in the rear direction is smaller than the second load direction.

The storage unit 64 stores a table showing the relationship between the load value and the load direction at the first rotational position. The table may be configured from data obtained in advance through experiments or the like, and may be updated every time the human power driving force is input to the input unit 22. The control unit 62 determines the load direction at the first rotational position by referring to the load value detected by the detection device 66 and the table stored in the storage unit 64. The control unit 62 causes the storage unit 64 to store the load direction during the first pedaling motion as first storage information. The predetermined time for acquiring the first storage information is arbitrarily set. In the first example, a predetermined period of time has elapsed since the rider started inputting human power driving force to the input unit 22 of the human power vehicle 10 . In the second example, a predetermined period of time has elapsed since the rider operated the operation unit provided on the human-powered vehicle 10 . The first storage information may be data obtained in advance through experiments or the like.

The control unit 62 controls the actuator 52 in the first control state when the load direction at the first rotational position is the first load direction in the first pedaling operation, and controls the actuator 52 in the first control state during the second pedaling operation after a predetermined time from the first pedaling operation. In operation, the actuator 52 is controlled in the second control state when the load direction at the first rotational position is a second load direction different from the first load direction. The control unit 62 determines whether or not it is the second load direction by comparing the first storage information and the second storage information. In one example, the first control state and the second control state differ in whether or not the actuator 52 is moving. The control unit 62 does not operate the actuator 52 in the first control state. The control unit 62 operates the actuator 52 in the second control state. In another example, the magnitude of the output of the actuator 52 is different between the first control state and the second control state. The control unit 62 controls the actuator 52 to output the first output when in the first control state. The control unit 62 controls the actuator 52 to output a second output different from the first output when in the second control state. In the first example, the first output is greater than the second output. In a second example, the first output is smaller than the second output. The actuator 52 is a motor 54 that provides propulsion to the human-powered vehicle 10. The control unit 62 controls the output of the motor 54. The control unit 62 controls at least one of the torque output and rotation amount of the motor 54.

The control unit 62 determines the first rotational position on the rotation orbit circle according to the inclination angle of the vehicle body 16 detected by the inclination sensor 74. In one example, the control unit 62 controls the vehicle body 16 of the human-powered vehicle 10 to be parallel to the first imaginary plane in the vertical direction, and to create a second imaginary plane that is perpendicular to the first imaginary plane and parallel to the horizon. , the crankshaft 12A is located at the top dead center of the human-powered vehicle when the imaginary wheel axis line connecting the rotational axis of the front wheel 14A and the rear wheel 14B is parallel to each other. The first rotation position may be determined as 0 degrees, and the position where the crank rotates 90 degrees in the forward direction of the human-powered vehicle 10 may be determined as the first rotation position. The control unit 62 changes the first rotational position by a predetermined angle depending on the relationship between the wheel axis virtual line and the second virtual plane. When the wheel axis imaginary line is inclined forward with respect to the second imaginary plane, the control unit 62 changes the first rotation position from 90 degrees by a predetermined angle in a direction in which the angle becomes larger. When the wheel axis imaginary line is inclined backward with respect to the second imaginary plane, the control unit 62 changes the first rotation position from 90 degrees by a predetermined angle in a direction in which the angle becomes smaller. In one example, the control unit 62 changes the predetermined angle according to a change in the pitch angle of the vehicle body 16 of the human-powered vehicle 10 detected by the inclination sensor 74. The control unit 62 may be configured to change the first rotational position by 5 degrees when the acute angle between the wheel axis imaginary line and the second imaginary plane is 5 to 10 degrees.

An example of control executed by the control unit 62 of the first embodiment will be described with reference to FIG. 8.
In one example, the control unit 62 executes the process in step S11 using power supplied from the battery 40. The control unit 62 executes the control from step S11 to step S20 shown in FIG. 8 at predetermined time intervals until the power supply from the battery 40 is stopped.

In step S11, the control unit 62 determines whether the human-powered vehicle 10 is tilted. If it is determined that the human-powered vehicle 10 is tilted, the control unit 62 executes the process of step S12. If it is determined that the human-powered vehicle is not tilted, the control unit 62 executes the process of step S13.

The control unit 62 corrects the first rotational position in step S12. After step S12 ends, the control unit 62 executes the process of step S13.

The control unit 62 determines the first rotational position in step S13. After step S13 ends, the control unit 62 executes the process of step S14.

In step S14, the control unit 62 calculates the load direction at the first rotational position. After completing step S14, the control unit 62 executes the process of step S15.

In step S15, the control unit 62 determines whether or not it is the first pedaling motion. In one example, the control unit 62 determines whether the pedaling motion is the first pedaling motion based on whether a predetermined time has elapsed since the pedaling motion was started. In one example, the control unit 62 determines that the first pedaling motion is the first pedaling motion if the first memory information is not stored in the storage unit 64, and determines that the second pedaling motion is the second pedaling motion if the first memory information is stored. do. If it is determined that it is the first pedaling motion, the control unit 62 executes the process of step S16. If it is determined that it is not the first pedaling motion, the control unit 62 determines that it is the second pedaling motion, and executes the process of step S18.

In step S16, the control unit 62 causes the storage unit 64 to store the load direction at the first rotational position as first storage information. The load direction includes the first load direction. After step S16 ends, the control unit 62 executes the process of step S17.

The control unit 62 controls the actuator 52 in the first control state in step S17. After completing step S17, the control unit 62 ends the process.

In step S18, the control unit 62 causes the storage unit 64 to store the load direction at the first rotational position as second storage information. The load direction includes the second load direction. After completing step S18, the control unit 62 executes the process of step S19.

In step S19, the control unit 62 determines whether the first stored information and the second stored information match. If the first load direction included in the first storage information and the second load direction included in the second storage information differ by a predetermined threshold or more, the control unit 62 determines that they do not match. If it is determined that the first stored information and the second stored information match, the control unit 62 executes the process of step S17. If it is determined that the first stored information and the second stored information do not match, the control unit 62 executes the process of step S20.

The control unit 62 controls the actuator 52 in the second control state in step S20. After completing step S20, the control unit 62 ends the process.

9 and 10 show an example of the arrangement of the motor 54 in the drive unit 50. The motor 54 is provided inside the housing 50A of the drive unit 50. Motor 54 includes a stator 54A and an output shaft 54B. The output shaft 54B is the rotor of the motor 54. The output shaft 54B of the motor 54 shown in FIG. 9 is arranged parallel to the central axis CL of the crankshaft 12A. The output shaft 54B of the motor 54 shown in FIG. 10 is arranged to intersect the central axis CL of the crankshaft 12A. Drive unit 50 further includes, for example, a planetary gear mechanism 56. The motor 54 applies propulsive force to the first rotating body 26 via a planetary gear mechanism 56 .

<Second embodiment>
A drive unit 50 according to a second embodiment will be described with reference to FIGS. 1, 6, 7, and 11. The drive unit 50 of the second embodiment differs from the drive unit 50 of the first embodiment in that the degree of fatigue of the rider is determined based on the load direction of the human power driving force. Components that are common to the first embodiment are given the same reference numerals as those in the first embodiment, and redundant explanations will be omitted.

The storage unit 64 stores a table that associates load directions with fatigue degrees. The load direction and the fatigue degree are associated with each other according to the relationship shown in FIGS. 6 and 7. A table that associates load directions with fatigue degrees is arbitrarily set. In the first example, a table is set in which the load direction at the first rotational position corresponds to the fatigue degree. In the second example, a table is set that associates the difference between the reference load direction and the load direction input to the input unit 22 with the degree of fatigue. The reference load direction may be set in advance through experiments or the like, and the load direction during the first pedaling motion may be set as the reference load direction.

The control unit 62 determines the first degree of fatigue based on the first load direction, and determines the second degree of fatigue based on the second load direction. The control unit 62 determines the degree of fatigue by referring to the first load direction and the second load direction input to the input unit 22 and the table stored in the storage unit 64. The relationship between the first load direction and the first fatigue degree may be determined in advance. In this case, the control unit 62 determines the degree of fatigue by referencing only the second load direction with the table stored in the storage unit 64. The control unit 62 controls the actuator 52 in the first control state when it is determined that the rider's fatigue level is the first fatigue level. When the control unit 62 determines that the second degree of fatigue of the rider is greater than the first degree of fatigue, the control unit 62 controls the actuator 52 in the second control state. In one example, the control unit 62 increases the ratio of the propulsive force applied to the human-powered vehicle 10 by the motor 54 to the human-powered driving force when the second fatigue level is greater than the first fatigue level. The control unit 62 may control the motor 54 to change the propulsive force applied to the human-powered vehicle 10 when the second fatigue level is greater than the first fatigue level. In the first example, the control unit 62 controls the motor 54 to increase the propulsive force applied to the human-powered vehicle 10. In the second example, the control unit 62 controls the motor 54 to reduce the propulsive force applied to the human-powered vehicle 10.

An example of control executed by the control unit 62 will be described with reference to FIG. 11.
In one example, the control unit 62 executes the process in step S21 using power supplied from the battery 40. The control unit 62 executes the control from step S21 to step S30 shown in FIG. 11 at predetermined time intervals until the power supply from the battery 40 is stopped.

In step S21, the control unit 62 determines whether the human-powered vehicle 10 is tilted. If it is determined that the human-powered vehicle 10 is tilted, the control unit 62 executes the process of step S22. If it is determined that the human-powered vehicle is not tilted, the control unit 62 executes the process of step S23.

The control unit 62 corrects the first rotational position in step S22. After step S22 ends, the control unit 62 executes the process of step S23.

The control unit 62 determines the first rotational position in step S23. After completing step S23, the control unit 62 executes the process of step S24.

In step S24, the control unit 62 calculates the load direction at the first rotational position. After completing step S24, the control unit 62 executes the process of step S25.

In step S25, the control unit 62 determines whether or not it is the first pedaling motion. In one example, the control unit 62 determines whether the pedaling motion is the first pedaling motion based on whether a predetermined time has elapsed since the pedaling motion was started. In one example, the control unit 62 determines that the first pedaling motion is the first pedaling motion when the first fatigue level is not stored in the storage unit 64, and determines that the second pedaling motion is the second pedaling motion when the first fatigue level is stored. do. If it is determined that it is the first pedaling motion, the control unit 62 executes the process of step S26. If it is determined that it is not the first pedaling motion, the control unit 62 determines that it is the second pedaling motion, and executes the process of step S28.

In step S26, the control unit 62 causes the storage unit 64 to store the degree of fatigue determined from the load direction as first storage information. The fatigue level includes the first fatigue level. After step S26 ends, the control unit 62 executes the process of step S27.

The control unit 62 controls the actuator 52 in the first control state in step S27. After completing step S27, the control unit 62 ends the process.

In step S28, the control unit 62 causes the storage unit 64 to store the degree of fatigue determined from the load direction as second storage information. The fatigue level includes a second fatigue level. After completing step S28, the control unit 62 executes the process of step S29.

In step S29, the control unit 62 determines whether the first stored information and the second stored information match. The control unit 62 determines that the first fatigue level included in the first stored information and the second fatigue level included in the second stored information differ by a predetermined threshold or more, that they do not match. If it is determined that the first storage information and the second storage information match, the control unit 62 executes the process of step S27. If it is determined that the first stored information and the second stored information do not match, the control unit 62 executes the process of step S30.

The control unit 62 controls the actuator 52 in the second control state in step S30. After completing step S30, the control unit 62 ends the process.

<Third embodiment>
A control device 60 according to a third embodiment will be described with reference to FIGS. 1 and 12. Compared to the control device 60 of the first embodiment or the second embodiment, the control device 60 of the third embodiment has a method for determining the load direction of the detection device 66 and a method for determining the load direction of the human-powered vehicle 10 to be controlled. Component 80 is different. Components that are common to the first embodiment or the second embodiment are given the same reference numerals as those in the first embodiment or the second embodiment, and redundant explanation will be omitted.

The control device 60 shown in FIG. 12 includes a control unit 62 that controls a component 80 attached to the human-powered vehicle 10, which includes the input unit 22 into which human-powered driving force is input. The control unit 62 determines the degree of fatigue based on the load direction of the human power driving force input to the input unit 22 . In one example, component 80 is actuator 82. The control unit 62 controls the actuator 82 according to the degree of fatigue. The detection device 66 further includes a third detection section 72. The load direction is further determined based on a third load value in the axial direction regarding the central axis of the crankshaft 12A. The control unit 62 is configured to be able to communicate with the component 80 through power line communication.

The control unit 62 controls the output of the actuator 82. The actuator 82 is configured to be able to operate at least one of a front derailleur 84, a rear derailleur 86, an adjustable seat post 88, and a suspension 90 attached to the human-powered vehicle 10.

The control unit 62 changes the gear ratio by operating an actuator 82 provided on the front derailleur 84. The gear ratio is the ratio of the number of teeth between the front sprocket and the rear sprocket. In the second control state, the control unit 62 operates the actuator 82 provided in the front derailleur 84 so that the difference in the number of teeth between the front sprocket and the rear sprocket connected by the connecting member 30 becomes small. As the difference in the number of teeth between the front sprocket and the rear sprocket connected by the connecting member 30 becomes smaller, the gear ratio becomes smaller. In the first example, the control unit 62 controls the actuator 82 so that the gear ratio becomes small when the load direction is a second load direction different from the first load direction. In the second example, the control unit 62 controls the actuator 82 so that the gear ratio becomes smaller when the second fatigue level is greater than the first fatigue level.

The control unit 62 changes the gear ratio by operating an actuator 82 provided on a rear derailleur 86. In the first example, the control unit 62 controls the actuator 82 so that the gear ratio becomes small when the load direction is a second load direction different from the first load direction. In the second example, the control unit 62 controls the actuator 82 so that the gear ratio becomes smaller when the second fatigue level is greater than the first fatigue level.

The control unit 62 changes the height of the seat 42 with respect to the seat tube 16A by operating an actuator 82 provided on the adjustable seat post 88. In the second control state, the control unit 62 operates the actuator 82 so that the height of the seat 42 with respect to the seat tube 16A becomes higher. In the first example, the control unit 62 controls the actuator 82 so that the height of the seat 42 with respect to the seat tube 16A increases when the load direction is a second load direction different from the first load direction. In the second example, the control unit 62 controls the actuator 82 so that the height of the seat 42 with respect to the seat tube 16A increases when the second fatigue level is greater than the first fatigue level.

The control unit 62 changes the parameters of the suspension 90 by operating an actuator 82 provided in the suspension 90. In one example, the control unit 62 controls the actuator 82 so that the damping rate increases in the second control state. In the first example, the control unit 62 controls the actuator 82 to increase the damping rate when the load direction is a second load direction different from the first load direction. In the second example, the control unit 62 controls the actuator 82 to increase the damping rate when the second fatigue level is greater than the first fatigue level.

In another example, component 80 is a notification device 92. The control unit 62 outputs information regarding the degree of fatigue to the notification device 92. The information regarding the degree of fatigue includes at least one of information regarding the current degree of fatigue of the rider, information regarding the control of the actuator 82 of the human-powered vehicle 10 that is executed according to the degree of fatigue of the rider, and information urging the rider to take a rest. include.

<Modified example>
The description regarding each embodiment is an example of the form that the drive unit and control device according to the present invention can take, and is not intended to limit the form. The drive unit and control device according to the present invention may take, for example, a modification of each embodiment shown below, or a combination of at least two modifications that are not mutually contradictory. In the following modified examples, parts common to the embodiment are given the same reference numerals as in the embodiment, and the explanation thereof will be omitted.

- In the first embodiment and the second embodiment, the control unit 62 may be configured to perform control with reference to other elements of the human power driving force. For example, the control unit 62 refers to the absolute value of the human power driving force. The control unit 62 is configured to execute the second control state when the absolute value of the human power driving force is less than a predetermined value.

- In the first to third embodiments, the storage unit 64 is configured to store information regarding the load direction in at least one of the first pedaling motion and the second pedaling motion of the rider. Good too. The control unit 62 can use the above information stored in the storage unit 64 to control the actuator 52 and the actuator 82. In one example, the storage unit 64 stores a first load value and a second load value at the time of the rider's first pedaling motion as reference values. The control unit 62 is configured to perform control by comparing a reference value, a first load value during traveling, and a second load value. The control unit 62 controls the actuators 52 and 82 in the second control state when the reference value, the first load value during traveling, and the second load value differ by a predetermined value or more.

- In the third embodiment, the configuration of the actuator 82 provided in the rear derailleur 86 includes a magnetic fluid. The control unit 62 changes the ease with which the connecting member 30 moves between the plurality of sprockets included in the second rotating body 28 by controlling the value of the current flowing through the magnetic fluid.

- In the third embodiment, the configuration of the actuator 82 provided in the suspension 90 includes a magnetic fluid. The control unit 62 changes the operating parameters of the suspension 90 by controlling the value of the current flowing through the magnetic fluid.

- In the third embodiment, the component 80 controlled by the control unit 62 may include, for example, a braking device. The braking device includes an electrically operated rim brake. In one example, the control unit 62 controls the actuator so that the braking force of the rim brake increases in the second control state.

- In the first to third embodiments, the tilt sensor 74 may be omitted. In this case, the control unit 62 may be configured to detect the load direction at predetermined time intervals during the pedaling motion. If the load direction has changed by a predetermined amount or more in a predetermined period of time, the control unit 62 determines that the human-powered vehicle 10 is tilted.

- In the first embodiment and the second embodiment, the motor 54 may be configured to be capable of regeneration. The electric power generated by the motor 54 is stored in the battery 40, for example.

- In the first to third embodiments, the control unit 62 may be configured to control the front derailleur 84 and the rear derailleur 86 including other parameters. For example, the control unit 62 performs the gear shift by referring to a table showing the relationship between the load direction or the rider's fatigue level, as well as the cadence or torque and the gear shift threshold stored in the storage unit 64. The table includes a first table that is referenced during the first control state and a second table that is referenced during the second control state. The table may be set based on the inclination angle of the human-powered vehicle 10.

- The means by which the control unit 62 determines whether or not it is the first pedaling motion is not limited to the means disclosed in the first embodiment and the second embodiment. In the first example, the control unit 62 makes the determination based on whether or not the storage unit 64 stores that the first pedaling motion has been performed. If it is stored that the first pedaling motion was performed, the control unit 62 determines that the pedaling motion is the second pedaling motion, regardless of the time since the pedaling motion was started . In the second example, the control unit 62 determines whether the first load direction or the first fatigue degree is stored in the storage unit 64. If the first load direction is stored in the storage section 64, the control section 62 determines that the pedaling motion is the second pedaling motion, regardless of the time since the pedaling motion was started.

- As shown in FIG. 13, at least one of the control device 60, the drive unit 50, and the component 80 may include a wireless communication section 94. Component 80 includes at least one of a front derailleur 84 , a rear derailleur 86 , an adjustable seat post 88 , a suspension 90 , and a notification device 92 . An example of a standard for wireless communication performed by the wireless communication unit 94 is ANT+ (registered trademark) or Bluetooth (registered trademark). The wireless communication unit 94 includes at least one of a wireless communication unit 94A provided in the control device 60, a wireless communication unit 94B provided in the drive unit 50, and a wireless communication unit 94C provided in the component 80. The control unit 62 transmits a control signal for executing control to at least one of the drive unit 50 and the component 80 via the wireless communication unit 94A. The wireless communication unit 94B and the wireless communication unit 94C receive control signals from the wireless communication unit 94A. When controlling both the drive unit 50 and the component 80, the control unit 62 outputs a control signal based on the first control state or the second control state, and controls the drive unit 50 and the component 80 simultaneously. . At least one of the components 80 may further include an arithmetic processing unit and be configured to be able to communicate with other components 80.

- At least one of the control device 60, the drive unit 50, and the component 80 may include a battery 96. In one example, battery 96 is a capacitor. Batteries 96 include at least one of a battery 96A that supplies power to drive unit 50 and a battery 96B that supplies power to component 80. Drive unit 50 is supplied with power from at least one of battery 40 and battery 96A. Drive unit 50 is electrically connected to battery 40 via a power line. Component 80 is powered by at least one of battery 40 and battery 96B. Component 80 is electrically connected to battery 40 via a power line.

- The expression "at least one" as used herein means "one or more" of the desired options. As an example, the expression "at least one" as used herein means "only one option" or "both of the two options" if the number of options is two. As another example, the expression "at least one" as used herein means "only one option" or "a combination of any two or more options" if the number of options is three or more. means.

DESCRIPTION OF SYMBOLS 10... Human-powered vehicle, 12A... Crankshaft, 22... Input part, 50... Drive unit for human-powered vehicle, 52, 82... Actuator, 54... Motor, 60... Control device for human-powered vehicle, 80... Component, 84... Front Derailleur, 86...Rear derailleur, 88...Adjustable seat post, 90...Suspension, 92...Notification device.

Claims (7)

including a control unit that controls an actuator attached to a human-powered vehicle including an input unit into which human-powered driving force is input;
The input section is rotatable around a central axis of a crankshaft attached to the human-powered vehicle,
The rotational position of the input unit includes a first rotational position,
The control unit includes:
controlling the actuator according to a load direction represented by a vector of the human power driving force input to the input unit;
in a first pedaling motion, controlling the actuator in a first control state when the load direction at the first rotational position is a first load direction represented by a vector;
In a second pedaling motion after a predetermined time from the first pedaling motion, when the load direction at the first rotational position is a second load direction represented by a vector having a direction different from the first load direction; controlling the actuator in a second control state;
In the first load direction, the load in the forward direction is larger than the second load direction at the first rotational position, or the load in the rear direction is smaller than the second load direction,
The actuator is configured to be able to operate the suspension,
The controller is configured to control an output of the actuator, and to control the actuator so that a damping rate increases in the second control state . including a control unit that controls an actuator attached to a human-powered vehicle including an input unit into which human-powered driving force is input;
The input section is rotatable around a central axis of a crankshaft attached to the human-powered vehicle,
The control unit controls the actuator according to a load direction represented by a vector of the human power driving force input to the input unit,
the actuator is configured to be able to operate an adjustable seat post;
The control unit controls the output of the actuator ,
The rotational position of the input unit includes a first rotational position,
The control unit includes:
in a first pedaling motion, controlling the actuator in a first control state when the load direction at the first rotational position is a first load direction represented by a vector;
In a second pedaling motion after a predetermined time from the first pedaling motion, when the load direction at the first rotational position is a second load direction represented by a vector having a direction different from the first load direction; controlling the actuator in a second control state;
A human-powered vehicle control device that operates the actuator so that the height of the seat relative to the seat tube increases in the second control state . The human power drive according to claim 1 or 2 , wherein the load direction is determined based on at least a first load value in a tangential direction and a second load value in a normal direction with respect to a rotation orbit circle of the input section. Car control device. The control device for a human-powered vehicle according to claim 3 , wherein the load direction is further determined based on a third load value in an axial direction regarding the central axis of the crankshaft. including a control unit that controls components attached to the human-powered vehicle, including an input unit into which human-powered driving force is input;
The input section is rotatable around a central axis of a crankshaft attached to the human-powered vehicle,
The control unit determines the degree of fatigue based on the load direction represented by the vector of the human power driving force input to the input unit , and determines the degree of fatigue based on a table that associates the degree of fatigue with the direction of the load. Control device for human-powered vehicles. The component is a notification device,
The human-powered vehicle control device according to claim 5 , wherein the control unit outputs information regarding the fatigue level to the notification device. the component is an actuator;
The control device for a human-powered vehicle according to claim 5 , wherein the control unit controls the actuator according to the degree of fatigue.