TW202212194A - Control device for human power drive vehicle which can appropriately change the control state in response to the vibration - Google Patents

Abstract

An object of the present invention is to provide a control device for a human power drive vehicle that can appropriately change the control state in response to the vibration. The solution of the present invention is that the control device for a human power drive vehicle includes a control part. The control part has control states. The control states include a first control state, and a second control state different from the first control state. The control states are switched between the first control state and the second control state in response to the involuntary movement of the voluntary muscle of the human body.

Description

Control device for human-driven vehicle

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

Patent Document 1 discloses a control device that switches a mode from a standby mode to an operation mode in response to an output of an operation detector that detects vibration. [Prior Art Literature] [Patent Literature]

[Patent Document 1] Japanese Patent Laid-Open No. 2018-177211

[The problem to be solved by the invention]

The control device of Patent Document 1 may change the control state due to vibrations unrelated to the rider's traveling intention, for example, due to vibrations when transporting a human-driven vehicle. An object of the present invention is to provide a control device for a human-driven vehicle that can appropriately change the control state in response to vibration. [means to solve the problem]

A control device according to a first aspect of the present invention is a control device for a human-powered vehicle, and includes a control unit, the control unit has a control state, and the control state includes a first control state and a control state different from the first control state. the second control state; and the control state is switched between the first control state and the second control state in response to the involuntary movement of the voluntary muscles of the human body. According to the control device of the first aspect, the control state can be appropriately changed in response to the involuntary movement of the voluntary muscles of the human body.

A control device according to a second aspect of the present invention is a control device for a human-powered vehicle, and includes a control unit, the control unit has a control state, and the control state includes a first control state and a control state different from the first control state. the second control state; and the control state is switched between the first control state and the second control state in response to the involuntary movement of the limbs of the human body. According to the control device of the second aspect, the control state can be appropriately changed in response to the involuntary movement of the limbs of the human body.

A control device according to a third aspect of the present invention is a control device for a human-powered vehicle, and includes a control unit, the control unit has a control state, and the control state includes a first control state and a control state different from the first control state. and in response to information about at least one of the first frequency of the first vibration applied to the human-powered vehicle and the second frequency of the second vibration emitted by the user of the human-driven vehicle, the above-mentioned control state It switches between the above-mentioned first control state and the above-mentioned second control state. The control device of the third aspect can respond to information on at least one of the first frequency of the first vibration applied to the human-powered vehicle and the second frequency of the second vibration emitted by the user of the human-driven vehicle. , to appropriately change the control state.

The control device of the fourth aspect according to the third aspect further includes a detection unit for detecting at least one of the first vibration and the second vibration. According to the control device of the above-mentioned fourth aspect, the first vibration and the second vibration can be appropriately detected by the detection unit.

According to the control device of the fifth aspect of the fourth aspect, the detection unit is provided in at least one of a handlebar, a saddle, and a pedal of the human-powered vehicle. According to the control device of the fifth aspect, the detection unit can appropriately detect the first vibration applied to at least one of the handlebar, the saddle, and the pedals of the manually-driven vehicle, and the user's response to the manually-driven vehicle. At least one of the second vibrations emitted by the handlebar, saddle, and pedals.

According to the operation device of the sixth aspect of the fourth or fifth aspect, the detection unit is provided on the frame of the human-powered vehicle. According to the control device of the sixth aspect, the detection unit can appropriately detect at least one of the first vibration applied to the frame of the human-powered vehicle and the second vibration emitted by the user to the frame of the manually-driven vehicle.

According to the control device of the seventh aspect of any one of the fourth to sixth aspects, the detection unit includes a piezoelectric inductor. According to the control device of the seventh aspect, at least one of the first vibration and the second vibration can be appropriately detected by the piezoelectric sensor.

According to the control device of the eighth aspect of any one of the fourth to seventh aspects, the control unit is in the second control state and the detection unit continues to detect the first vibration for a predetermined first time or longer. and at least one of the second vibrations, the control state is switched from the second control state to the first control state. With the control device of the eighth aspect, in the second control state, when the detection unit continues to detect at least one of the first vibration and the second vibration for a predetermined first time or longer, the control state is changed from the second control state. The state is switched to the first control state.

According to the control device of the ninth aspect of the eighth aspect, the control unit is in the second control state, and the detection unit continues to detect the first vibration and the second vibration for the predetermined first time or longer. In at least one case, when the human-powered vehicle is in a stopped state, the control state is switched from the second control state to the first control state. With the control device of the ninth aspect described above, when at least one of the first vibration and the second vibration is detected by the detection unit for a predetermined first time or longer, and the human-powered vehicle is in a stopped state, the control state is changed from the second vibration. The control state is switched to the first control state.

According to the control device of the tenth aspect of any one of the fourth to ninth aspects, the control unit is in the first control state, and the detection unit does not detect the first control state for a predetermined second time or longer. In the case of at least one of the vibration and the second vibration, the control state is switched from the first control state to the second control state. With the control device of the tenth aspect, the control state is changed from the first control state to the first control state when the detection unit does not detect at least one of the first vibration and the second vibration for a predetermined second time or longer. The control state is switched to the second control state.

According to the control device of the eleventh aspect of the tenth aspect, the control unit is in the first control state, and the detection unit does not detect the first vibration and the second vibration for a predetermined second time or longer. In at least one case, when the human-powered vehicle is in a stopped state, the control state is switched from the first control state to the second control state. According to the control device of the eleventh aspect, when at least one of the first vibration and the second vibration is not detected by the detection unit for a predetermined second time or longer, and the human-powered vehicle is in a stopped state, the control state is changed from the first vibration. The 1 control state is switched to the second control state.

According to the control device of the twelfth aspect of any one of the fourth to eleventh aspects, the control unit is in the first control state, and the detection unit does not detect the first control state for a predetermined third time or longer. At least one of the vibration and the second vibration, and the human-powered vehicle is in a running state, the control state is switched from the first control state to the second control state. With the control device of the twelfth aspect described above, when at least one of the first vibration and the second vibration is not detected by the detection unit for a predetermined third time or longer, and the human-powered vehicle is in a running state, the control state is changed from the first vibration. The 1 control state is switched to the second control state.

According to the control device of the thirteenth aspect of any one of the third to twelfth aspects, the first vibration and the second vibration are vibrations of a human body. According to the control device of the thirteenth aspect, the control state can be appropriately changed according to the state of the human body.

According to the control device of the fourteenth aspect of any one of the third to thirteenth aspects, the first frequency and the second frequency include a range of not less than 1 Hz and not more than 40 Hz. According to the control device of the above-mentioned 14th aspect, it is possible to appropriately respond to the information on at least one of the first frequency including the range of 1 Hz or more and 40 Hz or less and the second frequency including the range of 1 Hz or more and 40 Hz or less. change the control state.

According to the control device of the fifteenth aspect of the fourteenth aspect, the first frequency and the second frequency include a range of not less than 2 Hz and not more than 20 Hz. According to the control device of the fifteenth aspect described above, the information on at least one of the first frequency including the range of 2 Hz or more and 20 Hz or less and the second frequency including the range of 2 Hz or more and 20 Hz or less can be appropriately adjusted. change the control state.

According to the control device of the sixteenth aspect of any one of the first to fifteenth aspects, the power consumption in the second control state is smaller than that in the first control state. According to the control device of the sixteenth aspect, the control state can be changed between the first control state and the second control state in which the power consumption is different.

According to the control device of the seventeenth aspect of any one of the first to sixteenth aspects, the control unit, in the second control state, when an operation is input to the operation unit provided in the human-powered vehicle, the It switches to the above-mentioned first control state. According to the control device of the seventeenth aspect described above, it is possible to switch from the second control state to the first control state in response to the operation of the operation part by the user.

According to the control device of the eighteenth aspect of any one of the first to fifteenth aspects, the control unit can control the components of the human-powered vehicle in the first control state. According to the control device of the eighteenth aspect, by changing the control state to the first control state, the components of the human-powered vehicle can be controlled.

According to the control device of the nineteenth aspect of the eighteenth aspect, the control unit does not control the unit in the second control state. According to the control device of the nineteenth aspect described above, by changing the control state to the second control state, it is possible not to control the components of the human-powered vehicle.

According to the control device of the twentieth aspect of the eighteenth or nineteenth aspect, the assembly includes: a locking mechanism for restricting the movement of the human-powered vehicle, a motor for assisting the propulsion of the human-driven vehicle, an electric brake device, and at least one of a transmission. According to the control device of the twentieth aspect, at least one of the locking mechanism, the motor, the electric brake device, and the transmission can be appropriately controlled.

According to the control device of the 21st aspect of the twentieth aspect, the unit includes at least one of the motor, the electric brake device, and the transmission, and the control unit stops the control of the unit when the control unit is in the second control state. drive. According to the control device of the 21st aspect, by changing the control state to the second control state, the drive of at least one of the motor, the electric brake device, and the transmission can be stopped.

According to the control device of the twenty-second aspect of the twenty-first aspect, the unit includes the locking mechanism, and the locking mechanism is released when the control unit switches the control state from the second control state to the first control state Restrictions on the movement of human-driven vehicles as described above. According to the control device of the 21st aspect, when the control state is switched from the second control state to the first control state, the restriction on the movement of the human-powered vehicle by the lock mechanism can be released. [Inventive effect]

The control device for a human-powered vehicle of the present invention can appropriately change the control state in response to vibration.

<First Embodiment>

The control device for a human-powered vehicle according to the first embodiment will be described with reference to FIGS. 1 to 4 . FIG. 1 shows a human-powered vehicle 10 provided with a control device for a human-powered vehicle. The human-powered vehicle 10 has at least one wheel, and is a vehicle that can be driven at least by human-powered driving force. The human-powered vehicle 10 includes, for example, various types of bicycles such as mountain bikes, road bikes, city bikes, cargo bikes, hand-operated bikes, and recumbent bikes. The number of wheels included in the human-powered vehicle 10 is not limited. The human-powered vehicle 10 includes, for example, a unicycle and a vehicle having three or more wheels. The human-powered vehicle 10 is not limited to a vehicle driven only by human-driven power. The human-powered vehicle 10 includes an electric bicycle (E-bike) that is propelled by not only the human-powered driving force but also the driving force of the electric motor. Electric bicycles, including electric-assisted bicycles that are propelled by electric motors. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as a bicycle.

The human-powered vehicle 10 includes a crank 12 for inputting a human-powered driving force. The human-powered vehicle 10 further includes wheels 14 and a vehicle body 16 . The wheels 14 include rear wheels 14R and front wheels 14F. The vehicle body 16 includes a frame 18 . The crank 12 includes a crank shaft 12A that is rotatable with respect to the frame 18, and a pair of crank arms 12B provided at ends of the crank shaft 12A in the axial direction, respectively. A pair of pedals 20 are connected to each of the crank arms 12B, respectively. The rear wheel 14R is driven by the rotation of the crank 12 . The rear wheel 14R is supported by the frame 18 . The crank 12 and the rear wheel 14R are connected by the drive mechanism 22 . The drive mechanism 22 includes a first rotating body 24 coupled to the crankshaft 12A. The crankshaft 12A may be connected to the first rotating body 24 to rotate integrally, or may be connected via a first one-way clutch. The first one-way clutch rotates the first rotating body 24 forward when the crank 12 rotates forward, and allows the crank 12 and the first rotating body 24 to rotate relative to each other when the crank 12 rotates backward. The first rotating body 24 includes a sprocket, a pulley, or a helical gear. The drive mechanism 22 further includes a second rotating body 26 and a connecting member 28 . The connecting member 28 transmits the rotational force of the first rotating body 24 to the second rotating body 26 . The connection member 28 includes, for example, a chain, a belt, or a shaft portion.

The second rotating body 26 is connected to the rear wheel 14R. The second rotating body 26 includes a sprocket, a pulley, or a helical gear. It is preferable that a second one-way clutch is provided between the second rotating body 26 and the rear wheel 14R. The second one-way clutch rotates the rear wheel 14R forward when the second rotating body 26 rotates forward, and allows the second rotating body 26 to rotate relative to the rear wheel 14R when the second rotating body 26 rotates backward.

The front wheel 14F is attached to the frame 18 via the front fork 30 . The handlebar 32 is connected to the front fork 30 . The handlebar 32 includes a stem portion 34 and a handlebar stem 36 . In the present embodiment, although the rear wheel 14R is connected to the crank 12 via the drive mechanism 22 , at least one of the rear wheel 14R and the front wheel 14F may be connected to the crank 12 via the drive mechanism 22 .

The human-powered vehicle 10 is further provided with a saddle 38 . The saddle 38 is attached to the frame 18 via a cushion strut 40 . The seat post 40 may also include an adjustable seat post arrangement.

The human powered vehicle 10 further includes a battery 42 . The battery 42 contains one or more battery elements. The battery unit contains rechargeable batteries. The battery 42 is used to supply power to the control device 60 . The battery 42 is connected so as to be able to communicate with the control unit 62 of the control device 60 by wire or wirelessly. The battery 42 can be connected to the battery 42 through, for example, power line communication (PLC), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver/Transmitter). The control unit 62 communicates. In one example, the battery 42 is mounted to a battery holder provided on the frame 18 or rear carrier.

As shown in FIG. 2 , the human-powered vehicle 10 includes a control device 60 . The control device 60 includes a control unit 62 . The control unit 62 includes an arithmetic processing device for executing a predetermined control program. The arithmetic processing device includes, for example, a CPU (Central Processing Unit) (central processing unit) or an MPU (Micro Processing Unit) (micro processing unit). The arithmetic processing means may be provided in plural places separated from each other. The control unit 62 may include one or a plurality of microcomputers. Preferably, the control device 60 further includes a memory unit 64 . Various control programs and information used for various control processes are stored in the memory unit 64 . The memory unit 64 includes, for example, a nonvolatile memory and a volatile memory. For example, non-volatile memory includes: ROM (Read-Only Memory), EPROM (Erasable Programmable Read Only Memory), EEPROM (Electronic Erasable Rewritable Memory) Read-only memory (Electrically Erasable Programmable Read-Only Memory), and at least one of flash memory. The volatile memory includes, for example, RAM (Random Access Memory).

As shown in FIG. 2 , the human-powered vehicle 10 further includes a unit 50 . The assembly 50 includes at least one of a locking mechanism 52 for restricting movement of the human-driven vehicle 10 , a motor 54 for assisting the propulsion of the human-driven vehicle 10 , an electric braking device 56 , and a transmission 58 . The assembly 50 is preferably powered by the battery 42 . The module 50 may be supplied with electric power from a power source different from that of the battery 42 .

The locking mechanism 52 is used to limit movement of the human powered vehicle 10 . The locking mechanism 52 is preferably used to restrict the rotation of at least one of the front wheel 14F and the rear wheel 14R. The locking mechanism 52 preferably includes an electric actuator. The electric actuator includes, for example, an electric motor. By operating the electric actuator, the rotation restriction and release of the rotation restriction of the front wheel 14F and the rear wheel 14R can be performed. In the present embodiment, the locking mechanism 52 is connected to the control unit 62 via a wireless communication device or a cable. The locking mechanism 52 is connected to the battery 42 by wire or wirelessly and is supplied with power.

The motor 54 is used to assist the propulsion of the human powered vehicle 10 . The motor 54 is used to apply propulsion to the human powered vehicle 10 . Motor 54 includes one or more electric motors. The motor 54 transmits rotation to at least one of the power transmission route of the human driving force from the pedal 20 to the rear wheels 14R and the front wheels 14F. The power transmission route of the human driving force from the pedal 20 to the rear wheel 14R includes the rear wheel 14R. The motor 54 transmits rotation to the first rotating body 24 . In the present embodiment, the motor 54 is provided on the frame 18 of the human-powered vehicle 10 . The motor 54 may also be provided on the crankshaft 12A or the housing of the human powered vehicle 10 . The case is attached to the frame 18 in a detachable manner, for example. The motor 54 and the casing in which the motor 54 is installed constitute a drive unit. In the power transmission path between the motor 54 and the crankshaft 12A, a third one-way clutch is provided so as to suppress the transmission of the rotational force of the crankshaft 12 to the motor 54 when the crankshaft 12A is rotated in the forward direction of the human-powered vehicle 10 . better. When the motor 54 is provided in at least one of the rear wheel 14R and the front wheel 14F, the motor 54 may be provided in the hub, or together with the hub may constitute a hub motor. In the present embodiment, the motor 54 is connected to the control unit 62 via a wireless communication device or a cable. The motor 54 is preferably connected to communicate with the battery 42 by wire or wirelessly.

The electric brake device 56 is used to brake the rotating body of the human-powered vehicle 10 . In this embodiment, the rotating body is the wheel 14 . The electric braking device 56 is arranged to brake the wheels 14 . The electric brake device 56 includes an electric actuator. The electric actuator includes, for example, an electric motor. The electric brake device 56 includes, for example, at least one of a rim brake, a roller brake, and a disc brake. The electric brake device 56 can also be operated by an electric actuator to actuate a friction member, which can be in contact with the wheel 14 or a member that can rotate integrally with the wheel 14; an electric actuator can also be used to control the hydraulic type The hydraulic pressure of the electric brake device 56 can also be used to move the cable connected to the friction member by the electric actuator. In the present embodiment, the electric brake device 56 is connected to the control unit 62 via a wireless communication device or a cable.

The transmission 58 is used to change the gear ratio of the rotational speed of the wheels 14 of the human-powered vehicle 10 with respect to the rotational speed of the crank 12 . The gear ratio is the ratio of the rotational speed of the drive wheels to the rotational speed of the crank 12 . In this embodiment, the drive wheel is the rear wheel 14R. The derailleur 58 includes, for example, at least one of a front derailleur, a rear derailleur, and a built-in derailleur. When the transmission 58 includes a built-in transmission, the built-in transmission is provided, for example, on the hub of the rear wheel 14R. Transmission 58 contains electric actuators. The electric actuator includes, for example, an electric motor. In the present embodiment, the transmission 58 is connected to the control unit 62 via a wireless communication device or a cable.

The control unit 62 has a control state C, and the control state C includes a first control state C1 and a second control state C2 different from the first control state C1. The control unit 62 switches the control state C between the first control state C1 and the second control state C2. The control state C is switched in response to information on at least one of the first frequency F1 of the first vibration W1 applied to the manually-driven vehicle 10 and the second frequency F2 of the second vibration W2 emitted by the user of the manually-driven vehicle 10 The first control state C1 and the second control state C2.

It is preferable that the 1st frequency F1 and the 2nd frequency F2 include the range of 1 Hz or more and 40 Hz or less. It is preferable that the 1st frequency F1 and the 2nd frequency F2 include the range of 2 Hz or more and 20 Hz or less. It is preferable that the 1st frequency F1 and the 2nd frequency F2 include the range of 2 Hz or more and 10 Hz or less. The first frequency F1 and the second frequency F2 are preferably equal. The first frequency F1 and the second frequency F2 may be different. Preferably, the first vibration W1 and the second vibration W2 are vibrations of the human body. The first frequency F1 and the second frequency F2 include, for example, frequencies peculiar to involuntary movements of the human body. The first frequency F1 and the second frequency F2 include, for example, frequencies peculiar to involuntary movements of the voluntary muscles of the human body. The first frequency F1 and the second frequency F2 include, for example, frequencies peculiar to involuntary movements of the limbs of the human body. The voluntary muscles of the human body are, for example, the muscles of the fingers. Involuntary movements of voluntary muscles include, for example, physiologic tremors. It is preferable that the first frequency F1 and the second frequency F2 include frequencies peculiar to involuntary movements frequently generated by the user riding in the human-powered vehicle 10 .

Preferably, the control device 60 further includes a detection unit 66 for detecting at least one of the first vibration W1 and the second vibration W2. The detection portion 66 is preferably disposed at a portion of the human-powered vehicle 10 that can be contacted by a user when riding on the human-powered vehicle 10 . For example, the detection unit 66 is provided in at least one of the handlebar 32 , the saddle 38 , and the pedal 20 of the human-powered vehicle 10 .

As shown in FIG. 3 , for example, the detection unit 66 is provided on the handlebar 36 . The detection unit 66 may be provided in a portion of the human-powered vehicle 10 to which vibrations emitted by the user are transmitted and vibrated. In this case, for example, the detection unit 66 is provided in the frame 18 of the human-powered vehicle 10 . The detection unit 66 is preferably connected to the control unit 62 via a wireless communication device or a cable. The detection unit 66 is preferably powered by the battery 42 .

The detection unit 66 preferably includes a piezoelectric inductor 66A. The piezoelectric inductor 66A is preferably a sheet-like inductor. The piezoelectric inductor 66A can convert the applied external force into a voltage. The piezoelectric inductor 66A includes a piezoelectric inductor 66A of a piezoelectric type and a strain gauge type. In the present embodiment, the piezoelectric inductor 66A is a piezoelectric inductor 66A.

For example, the piezoelectric sensor 66A is provided in a portion of the handlebar 36 that is approached by a user's fingers or a portion that can be touched by a finger when the user holds the handlebar 36 . The piezoelectric sensor 66A may also be provided in a portion of the handlebar 36 that is approached by the user's palm when held or a portion that can be touched by the palm. Piezoelectric sensor 66A may also be built into handlebar stem 36 .

The detection unit 66 does not necessarily have to be provided in the human-powered vehicle 10, and may be provided in equipment or clothing worn by the user, for example. Equipment worn by users such as helmets, goggles, and watches. When the detection unit 66 is installed on the equipment or wear of the user, the detection unit 66 is connected to the control unit 62 via the wireless communication device. When the detection unit 66 is installed on the equipment or wear of the user, and the control unit 62 cannot communicate with the detection unit 66, it may be determined that the detection unit 66 does not detect vibration. In a state where the control unit 62 cannot communicate with the detection unit 66 , for example, the user who wears the equipment or wears it away from the human-powered vehicle 10 .

The detection unit 66 can detect the frequency F within a predetermined range. The frequency F within the predetermined range includes the first frequency F1 and the second frequency F2. The frequency F in the predetermined range preferably includes a frequency F smaller than the first frequency F1 or the second frequency F2, and a frequency F larger than the first frequency F1 or the second frequency F2. The upper limit value and the lower limit value of the frequency F in the predetermined range correspond to, for example, the frequency F of the detection limit of the detection unit 66 . The detection unit 66 outputs a signal corresponding to the detected frequency F in the predetermined range to the control unit 62 .

The control unit 62 determines whether or not at least one of the first vibration W1 and the second vibration W2 has been detected in accordance with the frequency F and the magnitude of the vibration detected by the detection unit 66 . For example, the control unit 62 may perform Fast Fourier Transform (FFT) on the vibration detected by the detection unit 66 in a time window of a predetermined first time T1 or longer. The time window over the predetermined first time T1 is set according to the first frequency F1 and the second frequency F2. The control unit 62 determines that the first vibration W1 is applied to the human-powered vehicle 10 when the signal received from the detection unit 66 analyzed by the FFT includes the first frequency F1. The control unit 62 determines that the user of the human-powered vehicle 10 has generated the second vibration W2 when the signal received from the detection unit 66 analyzed by the FFT includes the second frequency F2. The control unit 62 may use a method other than FFT as long as it is a means for determining whether or not the detection unit 66 has detected the first vibration W1 and the second vibration W2.

The control unit 62 changes the control state C from the second control state when the detection unit 66 continues to detect at least one of the first vibration W1 and the second vibration W2 for a predetermined first time T1 or longer in the second control state C2 C2 is switched to the first control state C1. The predetermined first time T1 is set to, for example, a time suitable for determining the physiological tremor of the human body. The predetermined first time T1 is, for example, 1 second or more and 10 seconds or less.

The control state C includes at least one of the control state CA of the control unit 62 itself and the control state CB of the component 50 . Preferably, the control unit 62 can control the control state C of each component 50 .

For example, the control state CA of the control unit 62 itself includes a first control state CA1 and a second control state CA2. The control state CA of the control unit 62 itself includes the operation state of the control unit 62 .

For example, the control state CB of the component 50 includes a first control state CB1 and a second control state CB2. For example, where the assembly 50 includes the locking mechanism 52 , the control state CB of the assembly 50 includes the control state CBL of the locking mechanism 52 . The control state CBL includes a first control state CBL1 and a second control state CBL2.

For example, where assembly 50 includes motor 54 , control state CB of assembly 50 includes control state CBM of motor 54 . The control state CBM includes a first control state CBM1 and a second control state CBM2.

For example, when the assembly 50 includes the electric brake device 56 , the control state CB of the assembly 50 includes the control state CBB of the electric brake device 56 . The control state CBB includes a first control state CBB1 and a second control state CBB2.

For example, where assembly 50 includes transmission 58 , control state CB of assembly 50 includes control state CBT of transmission 58 . The control state CBT includes a first control state CBT1 and a second control state CBT2.

The power consumption of the second control state C2 is preferably smaller than that of the first control state C1. That is, for example, when the control state C includes the control state CA of the control unit 62 itself, the first control state CA1 corresponds to the wake-up mode, and the second control state CA2 corresponds to the sleep mode.

For example, when the control unit 62 is in the first control state C1, the unit 50 of the human-powered vehicle 10 can be controlled. For example, the unit 50 includes at least one of the motor 54 , the electric brake device 56 , and the transmission 58 , and when the control unit 62 is in the second control state C2 , the drive of the unit 50 is stopped. When the control unit 62 is in the second control state C2, it is not necessary to control the unit 50. For example, when the control state C includes the control state CB of the unit 50 , the first control state CB1 corresponds to the drive state of the unit 50 , and the second control state CB2 corresponds to the stop state of the unit 50 .

For example, when the module 50 includes the lock mechanism 52, and the control unit 62 switches the control state CBL from the second control state CBL2 to the first control state CBL1, the restriction on the movement of the human-powered vehicle 10 by the lock mechanism 52 is released. In this case, the first control state CBL1 corresponds to the unlocked state, and the second control state CBL2 corresponds to the locked state.

The control unit 62 preferably switches the control state C between the first control state C1 and the second control state C2 according to the state of the human-powered vehicle 10 . The state of the human-powered vehicle 10 includes, for example, a traveling state in which the human-powered vehicle 10 is traveling. The state of the human-powered vehicle 10 includes, for example, a stopped state in which the human-powered vehicle 10 is stopped. For example, in the control unit 62, when the control state CB of the unit 50 is the first control state CB1, the detection unit 66 does not detect at least one of the first vibration W1 and the second vibration W2, and the human-powered vehicle 10 is in the running state. In this case, the control state CB of the component 50 is switched from the first control state CB1 to the second control state CB2.

As shown in FIG. 2 , it is preferable that the control device 60 further includes a state detection unit 68 for detecting the state of the human-powered vehicle 10 . The state detection unit 68 detects a parameter that can determine whether the man-powered vehicle 10 is in a stopped state or a running state. The state detection unit 68 includes, for example, a vehicle speed detection unit. The state detection unit 68 may replace the vehicle speed detection unit with a crank rotation sensor and a human driving force detection unit, or may include a crank rotation sensor and a human driving force detection unit in addition. The state detection unit 68 is connected to the control unit 62 via a wireless communication device or a cable. The state detection unit 68 is preferably connected to the battery 42 by wire or wirelessly to be supplied with electric power.

The vehicle speed detection unit is used for detecting information corresponding to the rotational speed of the wheels 14 of the human-driven vehicle 10 . The vehicle speed detection unit detects, for example, the rotation of the wheel 14 provided in the human-powered vehicle 10 , that is, the annular body. The annular body has a plurality of detected parts in the circumferential direction. The detected portion is a groove portion or a hole portion. The vehicle speed detection unit outputs a signal corresponding to the rotational speed of the wheel 14 according to the passage of a plurality of detected units provided in the annular body. The control unit 62 calculates the vehicle speed of the human-powered vehicle 10 based on the information related to the rotational speed of the wheel 14 and the circumference of the wheel 14 . Information about the circumference of the wheel 14 is stored in the memory unit 64 . The vehicle speed detection unit is constituted by, for example, a coil and a magnetic pole. When the annular body rotates, the magnetic flux passing through the coil changes to generate an AC voltage, so that the rotational speed of the wheel 14 is detected. The vehicle speed detection unit includes, for example, a Hall element. The vehicle speed detection unit can also be installed on the chain bracket of the frame 18 of the human-powered vehicle 10 and used to detect the detected part provided on the rear wheel 14R; it can also be installed on the front fork 30 and used to detect the position on the front wheel 14F. Set the detected part. The vehicle speed detection unit preferably outputs the detection signal a predetermined number of times while the wheel 14 rotates once, for example. The predetermined number of times is, for example, 2 or more. The predetermined number of times is preferably 4 or more. The predetermined number of times is preferably a multiple of 4. The predetermined number of times is preferably 30 or more. In the present embodiment, the vehicle speed detection unit detects the detected unit 60 times or more when the wheel 14 rotates once. The vehicle speed detection unit is not limited to the structure for detecting the detected unit provided in the wheel 14, and may include, for example, a magnetic reed constituting a reed switch, a tone wheel, an optical sensor, and the like.

For example, the control unit 62 determines that the human-powered vehicle 10 is in a stopped state when the state detection unit 68 includes a vehicle speed detection unit, and the vehicle speed detection unit detects a vehicle speed of 0 km/h or less for a predetermined time or longer. For example, when the state detection unit 68 includes a vehicle speed detection unit and the vehicle speed detection unit detects a vehicle speed greater than 0 km/h, the control unit 62 determines that the human-powered vehicle 10 is in a running state. For example, when the state detection unit 68 includes a crank rotation sensor and the control unit 62 detects that the rotational speed of the crankshaft 12A is 0 rpm or less for a predetermined time or longer, the control unit 62 determines that the human-powered vehicle 10 is in a stopped state. For example, when the state detection unit 68 includes a crank rotation sensor and the control unit 62 detects that the rotational speed of the crankshaft 12A is greater than 0 rpm, the control unit 62 judges that the human-powered vehicle 10 is in a running state. For example, the control unit 62 determines that the human-powered vehicle 10 is in a stopped state when the state detection unit 68 includes a human-driven force detection unit and detects a state where the human-driven force is 0 Newton or less for a predetermined time or longer. For example, the control unit 62 determines that the human-powered vehicle 10 is in a running state when the state detection unit 68 includes a human-powered driving force detecting unit and detects that the human-powered driving force is greater than 0 Newton.

Referring to FIG. 4 , a description will be given of the processing performed by the control unit 62 in FIG. 2 for switching the control state. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S11 of the flow shown in FIG. 4 . When the flow of FIG. 4 ends, the control unit 62 repeats the processing from step S11 after a predetermined period until the power supply is stopped.

The control unit 62 determines whether or not the detection unit 66 has detected vibration in step S11. The vibration detected by the detection unit 66 includes a frequency corresponding to the vibration. The control unit 62 proceeds to step S12 when the determination result in step S11 is affirmative. The control unit 62 proceeds to step S17 when the result of determination in step S11 is negative.

The control unit 62, in step S12, executes the FFT with a time window equal to or longer than the predetermined first time T1, and the process proceeds to step S13.

In step S13, the control unit 62 determines whether or not the analysis result in step S12 includes at least one of the first frequency F1 of the first vibration W1 and the second frequency F2 of the second vibration W2. When the determination result of step S13 is affirmative, the control part 62 transfers to step S14. When the determination result of step S13 is negative, the control part 62 transfers to step S17.

The control unit 62 determines in step S14 whether or not the human-powered vehicle 10 is in a stopped state. When the determination result of step S14 is affirmative, the control part 62 transfers to step S15. When the determination result of step S14 is negative, the control part 62 transfers to step S16.

The control unit 62 switches the control state CBL of the lock mechanism 52 to the first control state CBL1 in step S15 to release the restriction on the movement of the manually driven vehicle 10 by the lock mechanism 52, and the process proceeds to step S16.

The control unit 62 switches the control state CBM of the motor 54 to the first control state CBM1 in step S16, and ends the control.

When the determination result in step S14 is affirmative, for example, it is assumed that a part of the user's body contacts the detection unit 66 of the human-powered vehicle 10 and the human-powered vehicle 10 stops. That is, a situation in which the user is about to get on the parked human-powered vehicle 10, or a situation in which the user tries to push the parked human-driven vehicle 10 by hand is assumed. The control unit 62 controls the lock mechanism 52 to be unlocked in step S15, and controls the drive motor 54 in step S16. Therefore, usability of the human powered vehicle 10 can be facilitated in a situation where it is assumed that the user is about to get on the parked human powered vehicle 10 , or where the user attempts to push the parked human powered vehicle 10 by hand. .

In the case where the determination result in step S14 is negative, it is assumed that the user is traveling in the human-powered vehicle 10 , for example. Therefore, the control unit 62 omits the control of the locking mechanism 52 in step S15.

The control unit 62 determines in step S17 whether or not the human-powered vehicle 10 is in a running state. When the determination result of step S17 is affirmative, the control part 62 transfers to step S18. If the result of determination in step S17 is negative, the control unit 62 ends the process.

In step S18, the control unit 62 switches the control state CBM of the motor 54 to the second control state CBM2, controls the motor 54 to stop the drive of the motor 54, and ends the process.

When the determination result in step S17 is affirmative, for example, it is assumed that the user drives the vehicle 10 manually without holding the handlebar 32 . Since the control unit 62 controls to stop the driving of the motor 54 in step S18, the driving of the motor 54 can be stopped when the user drives the vehicle 10 manually without holding the handlebar 32. When the determination result in step S17 is negative, for example, it is assumed that the user is absent and the human-powered vehicle 10 is in a parked state. The control unit 62 does not control the manually-driven vehicle 10 especially when the user is absent and the manually-driven vehicle 10 is in a parked state.

<Second Embodiment> The control device 60 of the second embodiment will be described with reference to FIG. 5 . The control device 60 of the second embodiment includes the same structure as that of the control device 60 of the first embodiment. Therefore, the common structure to the first embodiment is denoted by the same reference numerals as in the first embodiment, and overlapping descriptions are omitted.

The control unit 62 changes the control state C from the second control state when the detection unit 66 continues to detect at least one of the first vibration W1 and the second vibration W2 for a predetermined first time T1 or longer in the second control state C2 It is preferable that C2 is switched to the first control state C1. When the control unit 62 is in the second control state C2, and the detection unit 66 continues to detect at least one of the first vibration W1 and the second vibration W2 for a predetermined first time T1 or longer, and the human-powered vehicle 10 is in a stopped state, then It is preferable to switch the control state C from the second control state C2 to the first control state C1.

The control unit 62 changes the control state C from the first control state when the detection unit 66 does not detect at least one of the first vibration W1 and the second vibration W2 for a predetermined second time T2 or longer in the first control state C1. It is preferable that the state C1 is switched to the second control state C2. When the control unit 62 is in the first control state C1 and the detection unit 66 does not detect at least one of the first vibration W1 and the second vibration W2 for a predetermined second time T2 or longer, and the human-powered vehicle 10 is in a stopped state, Then, it is better to switch the control state C from the first control state C1 to the second control state C2. The predetermined second time T2 is set, for example, to allow detection of a state in which the user or a part of the user's body is separated from the human-powered vehicle 10 . The predetermined second time T2 is, for example, 6 seconds or more and 14 seconds or less.

When the control unit 62 is in the first control state C1, and the detection unit 66 does not detect at least one of the first vibration W1 and the second vibration W2 for a predetermined third time T3 or longer, and the human-powered vehicle 10 is in a running state, Then, it is better to switch the control state C from the first control state C1 to the second control state C2. The predetermined third time T3 is set, for example, to allow detection of a state in which the user or a part of the user's body has moved away from the human-powered vehicle 10 . The predetermined third time T3 is, for example, 6 seconds or more and 14 seconds or less.

Referring to FIG. 5 , a description will be given of the processing performed by the control unit 62 of the second embodiment for switching the control state. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S21 of the flow shown in FIG. 5 . When the flow of FIG. 5 ends, the control unit 62 repeats the processing from step S21 after a predetermined period until the power supply is stopped.

The control unit 62 determines whether or not the detection unit 66 has detected vibration in step S21. The vibration detected by the detection unit 66 includes a frequency corresponding to the vibration. The control unit 62 proceeds to step S22 when the determination result in step S21 is affirmative. The control unit 62 proceeds to step S25 when the result of determination in step S21 is negative.

The control unit 62, in step S22, executes the FFT in a time window equal to or longer than the predetermined first time T1, and the process proceeds to step S23.

In step S23, the control unit 62 determines whether or not the analysis result in step S22 includes at least one of the first frequency F1 of the first vibration W1 and the second frequency F2 of the second vibration W2. The control unit 62 proceeds to step S24 when the determination result in step S23 is affirmative. The control unit 62 proceeds to step S25 when the result of determination in step S23 is negative.

The control unit 62 switches the control state CA of the control unit 62 itself to the first control state CA1 in step S24, and ends the process.

When the determination result in step S23 is affirmative, for example, it is assumed that the user is about to get on the parked human-powered vehicle 10 , or the user tries to push the parked human-driven vehicle 10 by hand. In the case where the control unit 62 assumes a situation in which the user is about to get on the parked human-powered vehicle 10, or a situation where the user tries to push the parked human-driven vehicle 10 by hand, in step S24, the control state of the control unit 62 itself is set. CA switches from sleep mode to wake mode.

The control unit 62 determines in step S25 whether or not the detection unit 66 has not detected at least one of the first vibration W1 and the second vibration W2 for a predetermined second time T2 or longer. For example, when the determination in step S25 is affirmative, the human-powered vehicle 10 is in a stopped state. The control unit 62 proceeds to step S26 when the determination result in step S25 is affirmative. For example, when the elapsed time from the last detection of at least one of the first vibration W1 and the second vibration W2 is equal to or longer than the predetermined second time T2, the control unit 62 determines that no detection has continued for the predetermined second time T2 or longer. A state of at least one of the first vibration W1 and the second vibration W2. For example, if the determination result of step S23 is affirmative, the control unit 62 stores the record corresponding to the affirmative determination in the memory unit 64 in association with the time. The control unit 62 uses the elapsed time from the time corresponding to the latest record stored in the memory unit 64 to perform the determination in step S25. The control unit 62 proceeds to step S27 when the result of determination in step S25 is negative.

The control part 62 switches the control state CA of the control part 62 itself to the 2nd control state CA2 in step S26, and complete|finishes a process.

In step S27, the control unit 62 determines whether or not at least one of the first vibration W1 and the second vibration W2 has not been detected for a predetermined third time T3 or longer and the human-powered vehicle is in a running state. When the determination result of step S27 is affirmative, the control part 62 transfers to step S28. For example, when the elapsed time from the last detection of at least one of the first vibration W1 and the second vibration W2 is equal to or longer than a predetermined third time T3, the control unit 62 determines that no detection has been continued for a predetermined third time T3 or longer. A state of at least one of the first vibration W1 and the third vibration W2. The control unit 62 , for example, when the determination is affirmative in step S23 , stores the record corresponding to the affirmative determination in the memory unit 64 in association with the time. The control unit 62 uses the elapsed time from the time corresponding to the latest record stored in the memory unit 64 to perform the determination in step S27. If the result of determination in step S27 is negative, the control unit 62 ends the process.

The control unit 62 switches the control state CB of the unit 50 to the second control state CB2 in step S28, and ends the process.

When the determination result in step S27 is negative, it is, for example, a situation in which the user is supposed to let go of driving. In step S27, the control part 62 switches the control state CB of the assembly 50 from the drive state to the stop state. Therefore, in a situation where the user lets go of driving, the control state CB of the assembly 50 can be switched from the drive state to the stop state.

<Third Embodiment> The control device 60 of the third embodiment will be described with reference to FIG. 6 . The control device 60 of the third embodiment includes the same structure as that of the control device 60 of the first embodiment, so the common structure with the first embodiment is denoted by the same reference numerals as in the first embodiment, and overlapping descriptions are omitted.

In the present embodiment, the control device 60 includes a control unit 62, the control unit 62 has a control state C, and the control state C includes a first control state C1 and a second control state different from the first control state C1 state C2; and in response to the involuntary movement of the voluntary muscles of the human body, the control state C is switched between the first control state C1 and the second control state C2. The involuntary movements of the voluntary muscles of the human body can also be detected by the same structure as the first vibration W1 and the second vibration W2 in the first and second embodiments described above.

Referring to FIG. 6 , a description will be given of the processing performed by the control unit 62 of the third embodiment for switching the control state. When power is supplied to the control unit 62, the control unit 62 starts the process and proceeds to step S31 of the flow shown in FIG. 6 . When the flow of FIG. 6 ends, the control unit 62 repeats the processing from step S31 after a predetermined period until the power supply is stopped.

The control unit 62, in step S31, determines whether or not the detection unit 66 has detected involuntary movements of the voluntary muscles of the human body. When the determination result of step S31 is affirmative, the control part 62 transfers to step S32. The control unit 62 proceeds to step S33 when the result of determination in step S31 is negative.

The control unit 62 switches the control state CA of the control unit 62 itself to the first control state CA1 in step S32, and ends the control.

The control unit 62 determines in step S33 whether or not the involuntary movement of the voluntary muscles of the human body has not been detected for the predetermined second time period T2. When the determination result of step S33 is affirmative, the control part 62 transfers to step S34. For example, when the elapsed time from the last detection of the involuntary movement of the voluntary muscle is equal to or longer than the predetermined second time T2, the control unit 62 determines that the voluntary muscle of the human body has not been detected for the predetermined second time T2 or longer. A state of involuntary movement. For example, if the determination result of step S31 is affirmative, the control unit 62 stores the record corresponding to the affirmative determination in the memory unit 64 in association with the time. The control unit 62 uses the elapsed time from the time corresponding to the latest record stored in the memory unit 64 to perform the determination in step S33. When the determination result of step S33 is negative, the control part 62 transfers to step S35.

The control unit 62 switches the control state CA of the control unit 62 itself to the second control state CA2 in step S34, and ends the control.

The control unit 62, in step S35, determines whether or not the human-powered vehicle 10 is in the running state in which the involuntary movement of the voluntary muscles of the human body is not detected for the predetermined third time T2.

The control unit 62 proceeds to step S36 when the determination result in step S35 is affirmative. For example, when the elapsed time from the last detection of the involuntary movement of the voluntary muscle is equal to or longer than the predetermined third time T3, the control unit 62 determines that the voluntary muscle of the human body has not been detected for the predetermined third time T3 or longer. A state of involuntary movement. The control unit 62 , for example, when the determination is affirmative in step S31 , stores the record corresponding to the affirmative determination in the memory unit 64 in association with the time. The control unit 62 uses the elapsed time from the time corresponding to the latest record stored in the memory unit 64 to perform the determination in step S35. If the result of determination in step S35 is negative, the control unit 62 ends the process.

The control unit 62 switches the control state CB of the unit 50 to the second control state CB2 in step S36, and ends the process.

<4th Embodiment> The control device 60 of the fourth embodiment will be described with reference to FIG. 7 . The control device 60 of the fourth embodiment includes the same structure as that of the control device 60 of the first embodiment. Therefore, the common structure to the first embodiment is denoted by the same reference numerals as in the first embodiment, and overlapping descriptions are omitted.

In the present embodiment, the control device 60 is a control device 60 for a human-powered vehicle, and includes a control unit 62. The control unit 62 has a control state C, and the control state C includes a first control state C1 and a control state C1 and a control state C1. The second control state C2 is different from the state C1; and the control state C is switched between the first control state C1 and the second control state C2 in response to the involuntary movement of the limbs of the human body. The involuntary motion of the limbs of the human body can also be detected by the same structure as the first vibration W1 and the second vibration W2 in the first and second embodiments described above.

Referring to FIG. 7 , a description will be given of the processing performed by the control unit 62 of the third embodiment for switching the control state. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S41 of the flow shown in FIG. 7 . When the flow of FIG. 7 ends, the control unit 62 repeats the processing from step S41 after a predetermined period until the power supply is stopped.

The control unit 62 determines in step S41 whether or not the detection unit 66 has detected involuntary movements of the limbs of the human body. When the determination result of step S41 is affirmative, the control part 62 transfers to step S42. The control unit 62 proceeds to step S43 when the result of determination in step S41 is negative.

The control unit 62 switches the control state CA of the control unit 62 itself to the first control state CA2 in step S42, and ends the control.

In step S43, the control unit 62 determines whether or not the involuntary movement of the limbs of the human body is not detected for the predetermined second time T2. When the determination result of step S43 is affirmative, the control part 62 transfers to step S44. For example, when the elapsed time from the last detection of the involuntary movement of the limbs is equal to or longer than the predetermined second time T2, the control unit 62 determines that the involuntary movement of the limbs of the human body has not been detected for the predetermined second time T2 or longer. state of movement. The control unit 62 , for example, when the determination is affirmative in step S41 , stores the record corresponding to the affirmative determination in the memory unit 64 in association with the time. The control unit 62 uses the elapsed time from the time corresponding to the latest record stored in the memory unit 64 to perform the determination in step S43. When the determination result of step S43 is negative, the control part 62 transfers to step S45.

The control unit 62 switches the control state CA of the control unit 62 itself to the second control state CA2 in step S44, and ends the control.

The control unit 62, in step S45, determines whether or not the human-powered vehicle 10 is in a traveling state in which involuntary movement of the limbs of the human body is not detected for the predetermined third time T3. The control unit 62 proceeds to step S46 when the determination result in step S45 is affirmative. For example, when the elapsed time from the last detection of the involuntary movement of the limbs is equal to or longer than the predetermined third time T3, the control unit 62 determines that the involuntary movement of the limbs of the human body has not been detected for the predetermined third time T3 or longer. state of movement. The control unit 62 , for example, when the determination is affirmative in step S41 , stores the record corresponding to the affirmative determination in the memory unit 64 in association with the time. The control unit 62 uses the elapsed time from the time corresponding to the latest record stored in the memory unit 64 to perform the determination in step S45. If the result of determination in step S45 is negative, the control unit 62 ends the process.

The control unit 62 switches the control state CB of the unit 50 to the second control state CB2 in step S46, and ends the process.

<Variation> The description of the embodiment is an example of the form of the control device for a human-powered vehicle of the present invention, and is not intended to limit the form. The control device for a human-powered vehicle of the present invention can take, for example, a combination of a modification of the embodiment shown below and a combination of at least two modifications that do not contradict each other. In the following modifications, the same reference numerals as those in the embodiment are attached to the parts common to the embodiment, and the description thereof will be omitted.

The detection unit 66 also includes an acceleration sensor instead of the piezoelectric sensor 66A, or includes an acceleration detection unit separately. The acceleration detection unit detects the acceleration of the human-powered vehicle 10 . The acceleration detection unit can also be used to detect a signal corresponding to the acceleration in the forward direction of the human-powered vehicle 10, and can also detect a signal corresponding to the acceleration in the yaw direction, the roll direction, and the pitch direction. The acceleration detection unit is connected to the control unit 62 via a wireless communication device or a cable. The acceleration detection unit may include a vehicle speed detection unit. When the acceleration detection unit includes the vehicle speed detection unit, the acceleration in the direction in which the human-powered vehicle 10 moves forward is obtained by differentiating the vehicle speed. When the detection unit 66 includes an acceleration detection unit, the acceleration detection unit can detect at least one of the first vibration W1 and the second vibration W2.

The human-powered vehicle 10 may further include an operation unit 70 shown by a broken line in FIG. 2 . The operation unit 70 can switch between the first control state C1 and the second control state C2. Preferably, the operating portion 70 includes the crank 12 . For example, in the second control state C2, the control unit 62 switches to the first control state C1 when an operation is input to the operation unit 70 provided on the human-powered vehicle 10. The control unit 62 may be switched to the second control state C2 when an operation is input to the operation unit 70 provided on the human-powered vehicle 10 in the first control state C1. The operation unit 70 may be structured such as a switch, a button, or the like, for example. Referring to FIG. 8 , a description will be given of the processing performed by the control unit 62 of the modification for switching the control state. When electric power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S51 of the flow shown in FIG. 8 . When the flow of FIG. 8 ends, the control unit 62 repeats the processing from step S51 after a predetermined period until the power supply is stopped. The control unit 62 determines in step S51 whether or not the control state C of the human-powered vehicle 10 is the second control state. The control state C of the human-powered vehicle 10 includes at least one of the control state CA of the control unit 62 itself and the control state CB of the unit 50 . When the determination result of step S51 is affirmative, the control part 62 transfers to step S52. If the result of determination in step S51 is negative, the control unit 62 ends the control. The control unit 62 determines whether or not the operation unit 70 is operated in step S52. When the determination result of step S52 is affirmative, the control part 62 transfers to step S53. The control unit 62 switches the control state C to the first control state C1 in step S53, and ends the control. When the result of determination in step S52 is negative, the control unit 62 ends the control.

The control unit 62 may switch the control state CB of the unit 50 to the first control state CB1 in step S24. The control unit 62 may switch the control state CB of the unit 50 to the second control state CB2 in step S26. The control unit 62 may switch the control state CA of the control unit 62 itself to the second control state CB2 in step S28.

The control unit 62 may switch the control state CB of the unit 50 to the first control state CB1 in step S32. The control unit 62 may switch the control state CB of the unit 50 to the second control state CB2 in step S34. The control unit 62 may switch the control state CA of the control unit 62 itself to the second control state CB2 in step S36.

The control unit 62 may switch the control state CB of the unit 50 to the first control state CB1 in step S42. The control unit 62 may switch the control state CB of the unit 50 to the second control state CB2 in step S44. The control unit 62 may switch the control state CA of the control unit 62 itself to the second control state CB2 in step S46.

The expression "at least one" used in this specification means "one or more" of the required options. As an example, the expression "at least one" used in this specification, if the number of options is two, means "only one option" or "both two options". As another example, the expression "at least one" used in this specification means "only one option" or "a combination of two or more arbitrary options" if the number of options is three or more.

10: Human powered vehicle 60: Control device 62: Control Department C: control state C1: 1st control state C2: 2nd control state W1: 1st vibration W2: 2nd vibration F1: 1st frequency F2: 2nd frequency

[ Fig. 1 ] is a side view of a human-powered vehicle including the control device for a human-powered vehicle according to the first embodiment. [Fig. 2] is a block diagram showing the circuit configuration of the human-powered vehicle of Fig. 1. [Fig. [FIG. 3] It is a schematic diagram of the handlebar and detection part of the human-powered vehicle of FIG. 1. [FIG. [FIG. 4] is a flowchart showing a process executed by the control unit of FIG. 2 for switching the control state. [ Fig. 5 ] is a flowchart showing the processing performed by the control unit of the second embodiment for switching the control state. [FIG. 6] is a flowchart showing a process executed by the control unit of the third embodiment for switching the control state. [FIG. 7] is a flowchart showing a process performed by the control unit of the fourth embodiment for switching the control state. [FIG. 8] is a flowchart showing the processing executed by the control unit of the modification for switching the control state.

Claims (22)

A control device for a human-powered vehicle is provided with a control part, The control unit has a control state, and the control state includes: a first control state and a second control state different from the first control state; Switch between the 1 control state and the above-mentioned second control state. A control device for a human-powered vehicle is provided with a control part, The control unit has a control state, and the control state includes: a first control state and a second control state different from the first control state; It switches between the control state and the above-mentioned second control state. A control device for a human-powered vehicle is provided with a control part, The control unit has a control state, and the control state includes a first control state and a second control state different from the first control state; The information of at least one of the second frequency of the second vibration emitted by the user of the human-powered vehicle switches the control state between the first control state and the second control state. The control device for a human-powered vehicle according to claim 3, further comprising a detection unit, The detection unit detects at least one of the first vibration and the second vibration. The control device for a human-powered vehicle according to claim 4, wherein the detection unit is provided in at least one of a handlebar, a saddle, and a pedal of the human-powered vehicle. The control device for a human-powered vehicle according to claim 4, wherein the detection unit is provided on a frame of the human-powered vehicle. The control device for a human-powered vehicle according to claim 4, wherein the detection unit includes a piezoelectric sensor. The control device for a human-powered vehicle according to claim 4, wherein the control unit is in the second control state, and the detection unit detects at least one of the first vibration and the second vibration for a predetermined first time or longer. In the case of , the control state is switched from the second control state to the first control state. The control device for a human-powered vehicle according to claim 8, wherein the control unit is in the second control state, and the detection unit detects at least one of the first vibration and the second vibration for the predetermined first time or longer. In one case, when the human-powered vehicle is in a stopped state, the control state is switched from the second control state to the first control state. The control device for a human-powered vehicle according to claim 4, wherein the control unit is in a first control state, and the detection unit does not detect at least one of the first vibration and the second vibration for a predetermined second time or more In the case of , the control state is switched from the first control state to the second control state. The control device for a human-powered vehicle according to claim 10, wherein the control unit is in the first control state, and the detection unit does not detect the first vibration and the second vibration for the predetermined second time or longer. In at least one case, when the human-powered vehicle is in a stopped state, the control state is switched from the first control state to the second control state. The control device for a human-powered vehicle according to claim 4, wherein in the first control state, the detection unit does not detect at least one of the first vibration and the second vibration for a predetermined third time or longer. In one case, when the human-powered vehicle is in a running state, the control state is switched from the first control state to the second control state. The control device for a human-powered vehicle according to claim 3, wherein the first vibration and the second vibration are vibrations of a human body. The control device for a human-powered vehicle according to claim 3, wherein the first frequency and the second frequency include a range of 1 Hz or more and 40 Hz or less. The control device for a human-powered vehicle according to claim 14, wherein the first frequency and the second frequency include a range of not less than 2 Hz and not more than 20 Hz. The control device for a human-powered vehicle according to any one of claims 1 to 15, wherein the power consumption in the second control state is smaller than the power consumption in the first control state. The control device for a human-powered vehicle according to claim 16, wherein the control unit switches to the first control state when an operation is input to an operation unit provided in the human-powered vehicle in the second control state. The control device for a human-powered vehicle according to any one of claims 1 to 15, wherein the control unit can control the components of the human-powered vehicle in the case of the first control state. The control device for a human-powered vehicle according to claim 18, wherein the control unit does not control the components in the second control state. The control device for a human-powered vehicle according to claim 18, wherein the components include a locking mechanism for restricting the movement of the human-driven vehicle, a motor for assisting the propulsion of the human-driven vehicle, an electric brake device, and a transmission mechanism. at least one. The control device for a human-powered vehicle according to claim 20, wherein the component includes at least one of the motor, the electric brake device, and the transmission, When the control unit is in the second control state, the drive of the unit is stopped. The control device for a human-powered vehicle according to claim 21, wherein the above-mentioned assembly includes the above-mentioned locking mechanism, When the control unit switches the control state from the second control state to the first control state, the restriction on the movement of the human-powered vehicle by the lock mechanism is released.

Images