TW202248086A - Control device for human power drive vehicle including a carrier for transmitting a driving force, a derailleur, and a motor for driving the carrier - Google Patents

Abstract

An object of the present invention is to provide a control device for a human power drive vehicle that can optimally perform a gear shifting operation by a derailleur. The technical content of the present invention is that the human power drive vehicle includes a carrier for transmitting a driving force, a derailleur, and a motor for driving the carrier. A control device for a human power drive vehicle controls the motor to drive the carrier and controls the derailleur to operate the carrier so as to change the gear ratio when a first condition related to pedaling is satisfied. The control device is equipped with a control unit capable of controlling the gear shift. The control state of the control unit has a first control state, and a second control state in which the operation of the motor is restricted when compared with the first control state. In the gear shift control, the motor is controlled by at least one of the first control state and the second control state before an operation of the carrier by the derailleur is completed, and the control state is shifted in the order of the first control state, the second control state, and the first control state.

Description

Control devices for human-powered vehicles

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

For example, the control device for a human-powered vehicle in Patent Document 1 controls a motor so as to drive a conveying body. The control device for human-powered vehicles in Patent Document 1 drives the transmission body by the motor when the rotation of the crankshaft is stopped, and can change the transmission ratio by operating the transmission body by the derailleur. shifting action. The derailleur operates the transmission body to change the transmission ratio. [Prior Art Literature] [Patent Document]

[Patent Document 1] Japanese Patent No. 5686876

[Problem to be solved by the invention]

One of the objects of the present invention is to provide a control device for a human-powered vehicle, which can drive the motor optimally so that the derailleur can optimally perform the shifting action. [Technical means to solve problems]

A control device according to a first aspect of the present invention is a control device for a human-driven vehicle, wherein the human-driven vehicle includes: a crankshaft to which a human-powered driving force is input, a first rotating body connected to the crankshaft, and A wheel, a second rotating body connected to the wheel, and a transmission device engaged with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body body, and a derailleur for operating the transmission body in order to change the gear ratio of the rotation speed of the wheel with respect to the rotation speed of the crankshaft, and a motor for driving the transmission body, and the control device includes a control unit, Speed change control is possible, and if the first condition related to pedaling is satisfied, the motor is controlled to drive the transmission body, the derailleur is controlled to operate the transmission body to change the transmission ratio, and the first condition is satisfied In the case of at least one of: the case where the human driving force is equal to or less than the first driving force, the case where the rotational speed of the crankshaft is equal to or less than the first rotational speed, and the case where the crankshaft is oscillating, the control unit, Yes, the control state has a first control state and a second control state in which the operation of the motor is restricted compared with the first control state. Before the operation is completed, the motor is controlled by at least one of the first control state and the second control state, and the control state is controlled by the first control state, the second control state, and the first control state. Move sequentially. According to the control device of the first aspect, in the speed change control, before the operation of the transmission body by the derailleur is completed, the control state can be changed to the first control state, the second control state, and the first control state. move in sequence. Therefore, the motor can be driven optimally so that the derailleur can optimally perform the shifting operation.

The control device of the second aspect of the present invention is attached to the first aspect, and the control unit changes the control state from the second control state to the second control state when the first time has elapsed The aforementioned 2nd control state moves to the aforementioned 1st control state. According to the control device of the second aspect, when the first time has elapsed after the control state is shifted to the second control state, the control state is shifted from the second control state to the first control state, so in the first control state In this state, the derailleur can perform the shifting action optimally.

A control device according to a third aspect of the present invention is attached to the first aspect, wherein the control unit is configured such that in the second control state, a state in which a load greater than a predetermined load of the motor is not applied continues for a second time. In the case of , the control state is shifted from the second control state to the first control state. According to the control device of the third aspect, in the second control state, when the state in which the motor has not been subjected to a load greater than the predetermined load continues for the second time, the restriction on the operation of the motor can be terminated.

A control device according to a fourth aspect of the present invention is attached to the first aspect, wherein the control unit changes the control state from the first control state to the first control state when the load of the motor is detected. The control state is shifted to the second control state. In the second control state, when the load of the motor detected in the first control state is less than a predetermined load, the control state is shifted to the second control state. 1 control state. In the second control state, when the load of the motor detected in the first control state is greater than or equal to the predetermined load, the control state is maintained in the second control state. According to the control device of the fourth aspect, when the load of the motor is detected in the first control state, the control state can be shifted from the first control state to the second control state. According to the control device of the eighth aspect, in the second control state, when the load of the motor detected in the first control state is less than a predetermined load, the control state can be shifted to the first control state. According to the control device of the eighth aspect, in the second control state, when the load of the motor detected in the first control state is above the predetermined load, the control state can be maintained in the second control state.

A control device of a fifth aspect of the present invention is attached to the third or fourth aspect, wherein the human-powered vehicle further includes a motor load detection unit capable of detecting the load of the motor. According to the control device of the fifth aspect, the load of the motor can be optimally detected by the motor load detection unit.

A control device according to a sixth aspect of the present invention is attached to the first aspect. When the control unit shifts the control state to the first control state by satisfying the first condition, if the first condition is satisfied In terms of the second condition, moving the control state from the first control state to the second control state and satisfying the second condition is that the human driving force is greater than the second driving force, the crankshaft At least one of the case where the rotation speed is greater than the second rotation speed, and the case where the crankshaft rotates by a first rotation angle or more. According to the control device of the sixth aspect, when the control state is changed to the first control state by satisfying the first condition, the operation of the motor can be restricted if the second condition is satisfied.

The control device of the 7th aspect of the present invention is attached to the 1st to 6th aspects, and the aforementioned control unit controls the The state shifts from the first control state to the second control state. According to the control device of the seventh aspect, when a shock is applied to the human-powered vehicle, the operation of the motor can be restricted.

The control device of the eighth aspect of the present invention is attached to the seventh aspect, wherein the control unit changes the control state from the second control state to the second control state when the third time has elapsed in the second control state. The state shifts to the aforementioned first control state. According to the control device of the eighth aspect, when the third time has elapsed in the second control state, since the control state is shifted from the second control state to the first control state, the motor can be limited across the third time. Actions.

A control device of a ninth aspect of the present invention is attached to the seventh or eighth aspect, wherein the human-powered vehicle further includes a suspension device, and the control unit responds to the impact applied to the suspension device, The control state is shifted from the first control state to the second control state. According to the control device of the ninth aspect, when a shock is applied to the suspension device, the operation of the motor can be restricted.

A control device according to a tenth aspect of the present invention is attached to the first to ninth aspects, wherein the control unit stops driving of the motor in the second control state. According to the control device of the tenth aspect, the drive of the motor can be stopped in the second control state.

The control device of the eleventh aspect of the present invention is attached to the first to tenth aspects. The control unit drives the transmission body by the motor by satisfying the first condition, and the number of shifting stages is changed. In the case of two stages or more, the motor is controlled so that the rotational speed of the motor in the first control state is maintained within a predetermined range. According to the control device of the eleventh aspect, when the transmission body is driven by the motor by satisfying the first condition, and the number of shifting stages is changed by two or more stages, the motor is controlled so that the motor in the first control state The rotation speed is maintained within the specified range. Therefore, the rider of the human-powered vehicle is less likely to feel uncomfortable.

A control device according to a twelfth aspect of the present invention is a control device for a human-driven vehicle, wherein the human-driven vehicle includes: a crankshaft to which a human-powered driving force is input, a first rotating body connected to the crankshaft, and A wheel, a second rotating body connected to the wheel, and a transmission device engaged with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body body, and a derailleur for operating the transmission body in order to change the gear ratio of the rotation speed of the wheel with respect to the rotation speed of the crankshaft, and a motor for driving the transmission body, and the control device includes a control unit, Speed change control is possible, and if the first condition related to pedaling is satisfied, the motor is controlled to drive the transmission body, the derailleur is controlled to operate the transmission body to change the transmission ratio, and the first condition is satisfied In the case of at least one of: the case where the human driving force is equal to or less than the first driving force, the case where the rotational speed of the crankshaft is equal to or less than the first rotational speed, and the case where the crankshaft is oscillating, the control unit, When the first condition is satisfied, the motor is controlled such that the rotational speed of the motor in the shift control changes according to an estimated value related to the running state of the human-powered vehicle. According to the control device of the twelfth aspect, if the first condition is satisfied, the control unit changes the rotation speed of the motor under the speed change control according to the estimated value about the running state of the human-powered vehicle.

A control device according to a thirteenth aspect of the present invention is attached to the twelfth aspect. When the control unit satisfies the first condition, the rotation speed of the motor in the speed change control is controlled by the motor. not exceed the aforementioned estimates. According to the control device according to the thirteenth aspect, when the first condition is satisfied, the motor can be controlled so that the rotational speed of the motor under variable speed control does not exceed the estimated value.

A control device according to a fourteenth aspect of the present invention is attached to the twelfth or thirteenth aspect, wherein the control unit satisfies the first condition, and in the shift control, if the estimated value is the first estimated value In the case where the motor is driven so that the rotational speed of the motor becomes the third rotational speed, and the first condition is satisfied, in the shift control, if the estimated value is the second estimated value, the motor is driven to When the rotation speed of the motor is driven to the fourth rotation speed and the first condition is satisfied, in the shift control, the motor is driven so that the rotation speed of the motor becomes the third rotation speed in accordance with the first estimated value. Thereafter, when the estimated value changes from the first estimated value to the second estimated value before the operation of the transmission body by the derailleur is completed, the rotation speed of the motor is not changed toward the second estimated value. 4 The rotation speed is changed, but by driving the aforementioned motor to maintain the state of the third rotation speed, the operation of the aforementioned transmission body by the aforementioned derailleur is completed. According to the control device of the fourteenth aspect, even when the estimated value changes from the first estimated value to the second estimated value, the speed change control can be performed while maintaining the third rotational speed.

A control device according to a fifteenth aspect of the present invention is attached to the fourteenth aspect, wherein the estimated value changes from the first estimated value to the second estimated value, including that the acceleration of the human-driven vehicle is the first above acceleration. According to the control device of the fifteenth aspect, when the acceleration of the human-powered vehicle changes beyond the first acceleration, the speed change control can be performed while maintaining the third rotation speed.

The control device of the 16th aspect of the present invention is attached to the 14th or 15th aspect, and the above-mentioned estimated value changes from the aforementioned first estimated value to the aforementioned second estimated value, including that the acceleration of the human-driven vehicle is The case of the second acceleration or less. According to the control device of the sixteenth aspect, when the acceleration of the human-powered vehicle changes below the second acceleration, the speed change control can be performed while maintaining the third rotation speed.

A control device of a seventeenth aspect of the present invention is attached to the fourteenth to sixteenth aspects, wherein the control unit stops maintaining the third rotation speed when the third rotation speed exceeds the second estimated value, The motor is controlled so that the rotational speed of the motor does not exceed the second estimated value. According to the control device of the seventeenth aspect, if the third rotational speed exceeds the second estimated value, the maintenance of the third rotational speed can be suspended, and the motor can be controlled so that the rotational speed of the motor does not exceed the second estimated value.

A control device according to an eighteenth aspect of the present invention is attached to the twelfth to seventeenth aspects, wherein the estimated value is an estimated value of the rotational speed of the crankshaft. According to the control device of the eighteenth aspect, when the estimated value of the rotational speed of the crankshaft changes from the first estimated value to the second estimated value, the speed change control can be performed while maintaining the third rotational speed.

A control device according to a nineteenth aspect of the present invention is a control device for a human-driven vehicle, wherein the human-driven vehicle includes: a crankshaft to which a human-powered driving force is input, a first rotating body connected to the crankshaft, and A wheel, a second rotating body connected to the wheel, and a transmission device engaged with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body body, and a derailleur for operating the transmission body in order to change the gear ratio of the rotation speed of the wheel with respect to the rotation speed of the crankshaft, and a motor for driving the transmission body, and the control device includes a control unit, Speed change control is possible, and if the first condition related to pedaling is satisfied, the motor is controlled to drive the transmission body, the derailleur is controlled to operate the transmission body to change the transmission ratio, and the first condition is satisfied In the case of at least one of: the case where the human driving force is equal to or less than the first driving force, the case where the rotational speed of the crankshaft is equal to or less than the first rotational speed, and the case where the crankshaft is oscillating, the control unit, When the first shifting instruction is received to start the aforementioned shifting control, and the second shifting instruction different from the aforementioned first shifting instruction is received before the operation of the aforementioned transmission body by the aforementioned derailleur is completed, according to the aforementioned 2. The speed change instruction executes the above-mentioned speed change control. According to the control device according to the nineteenth aspect, the first shift instruction is received to start the shift control, and the second shift instruction different from the first shift instruction is received before the operation of the transmission body by the derailleur is completed. In this case, the aforementioned shift control is executed based on the second shift instruction. Therefore, the motor can be driven optimally so that the derailleur can optimally perform the shifting operation.

In the control device of the twentieth aspect of the present invention, which is attached to the first to nineteenth aspects, when the first condition is satisfied, the rotation speed of the crankshaft is equal to or lower than the first rotation speed, and the first condition is satisfied. The rotational speed is substantially 0 rpm. According to the control device of the twentieth aspect, when the rotation speed of the crankshaft is substantially 0 rpm or less, the speed change control can be performed.

A control device according to a twenty-first aspect of the present invention is a control device for a human-driven vehicle, wherein the human-driven vehicle includes: a crankshaft to which a human-powered driving force is input, a first rotating body connected to the crankshaft, and A wheel, a second rotating body connected to the wheel, and a transmission device engaged with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body body, and a derailleur for operating the transmission body in order to change the gear ratio of the rotation speed of the wheel with respect to the rotation speed of the crankshaft, and a motor for driving the transmission body, and the control device includes a control unit, Speed change control is possible, and if the first condition related to pedaling is satisfied, the motor is controlled to drive the transmission body, the derailleur is controlled to operate the transmission body to change the transmission ratio, and the first condition is satisfied In the case of at least one of: the case where the human driving force is equal to or less than the first driving force, the case where the rotational speed of the crankshaft is equal to or less than the first rotational speed, and the case where the crankshaft is oscillating, the control unit, If the above-mentioned first condition is satisfied and there is a shift instruction, and when the third condition is satisfied, the drive of the motor is started during the aforementioned shift control, the aforementioned shift control is executed, and the aforementioned third condition is satisfied: At least one of the case in the first period and the case in which the vibration of the human-powered vehicle is equal to or less than the first vibration frequency. According to the control device of the twenty-first aspect, if at least one of the first condition is satisfied and there is a shift instruction, the first period has elapsed, and the vibration of the human-powered vehicle is less than or equal to the first vibration frequency , the drive of the motor can be started during the variable speed control, and the variable speed control can be executed. Therefore, the motor can be driven optimally so that the derailleur can optimally perform the shifting operation. [Effect of the invention]

The control device for a human-powered vehicle of the present invention can drive the motor optimally so that the derailleur can optimally perform the shifting operation.

<First Embodiment>

A control device 70 for a human-powered vehicle according to a first embodiment will be described with reference to FIGS. 1 to 5 . The human-powered vehicle 10 is a vehicle that has at least one wheel and can be driven by at least a human-powered driving force H. The human-powered vehicle 10 includes, for example, various types of bicycles such as mountain bikes, road bicycles, city bicycles, cargo bicycles, hand-transformed bicycles, and recumbent bicycles. The number of wheels that the human-powered vehicle 10 has is not limited. The human-powered vehicle 10 also includes, for example, a one-wheeled vehicle and a vehicle with three or more wheels. The human-powered vehicle 10 includes not only the human-powered driving force H, but also an electric bicycle (e-bike) that is propelled by the driving force of an electric motor. An electric bicycle is an electrically assisted bicycle including an electric motor that assists in propulsion. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as an electrically assisted mountain bike.

The human-powered vehicle 10 includes a crankshaft 12 , a first rotating body 14 , a wheel 16 , a second rotating body 18 , a transmission body 20 , a derailleur 22 , and a motor 24 . The human-powered cart 10 further includes a pair of crank arms 26 . The crankshaft 12 and the crank arm 26 constitute a crank 28 . The human driving force H is input to the crankshaft 12 . The human-powered vehicle 10 further includes a vehicle body 30 . The wheels 16 include rear wheels 16R and front wheels 16F. The vehicle body 30 includes a vehicle frame 32 . The crank 28 is rotatable with respect to the frame 32 . The pair of crank arms 26 includes a first crank arm 26A and a second crank arm 26B. The first crank arm 26A is provided at one end portion of the crankshaft 12 in the axial direction. The second crank arm 26B is provided at the other end portion of the crankshaft 12 in the axial direction. The human-powered vehicle 10 further includes a pedal 34 . The human-powered vehicle 10 includes a first pedal 34A and a second pedal 34B connected to the crankshaft 12 . The pedals 34 include a first pedal 34A and a second pedal 34B. The first pedal 34A is connected to the first crank arm 26A. The second pedal 34B is connected to the second crank arm 26B. The rear wheel 16R is driven by rotation of the crank 28 . The rear wheel 16R is supported by the frame 32 . The crank 28 and the rear wheel 16R are connected by a drive mechanism 36 .

The drive mechanism 36 includes the first rotating body 14 , the second rotating body 18 , and the transmission body 20 . The first rotating body 14 is connected to the crankshaft 12 . The second rotating body 18 is connected to the wheels 16 . The transmission body 20 is engaged with the first rotating body 14 and the second rotating body 18 and transmits the driving force between the first rotating body 14 and the second rotating body 18 . The transmission body 20 transmits the rotational force of the first rotation body 14 to the second rotation body 18 . In the present embodiment, the first rotating body 14 and the crankshaft 12 are arranged coaxially, but the first rotating body 14 and the crankshaft 12 may be arranged non-coaxially. When the first rotating body 14 and the crankshaft 12 are non-coaxially arranged, the first rotating body 14 and the crankshaft 12 are transmitted through at least one of gears, pulleys, chains, shafts, and belts. institutions, while being connected. In this embodiment, the second rotating body 18 and the rear wheel 16R are arranged coaxially, but the second rotating body 18 and the rear wheel 16R may be arranged non-coaxially. When the second rotating body 18 and the rear wheel 16R are arranged non-coaxially, the second rotating body 18 and the rear wheel 16R are transmitted through at least one of gears, pulleys, chains, shafts, and belts. institutions, while being connected.

The front wheel 16F is attached to the body frame 32 via a front fork 38 . The handle bar 42 is connected to the front fork 38 through the tap 40 . In this embodiment, the rear wheel 16R is connected to the crank 28 by the drive mechanism 36 , but at least one of the rear wheel 16R and the front wheel 16F may be connected to the crank 28 by the drive mechanism 36 .

The derailleur 22 operates the transmission body 20 to change the speed change ratio R of the rotational speed W of the wheel 16 with respect to the rotational speed C of the crankshaft 12 . The relationship between the gear ratio R, the rotation speed W, and the rotation speed C is represented by Equation (1). For example, the derailleur 22 can change the transmission ratio R in steps. For example, the derailleur 22 changes the number of shifting stages by operating the transmitter 20 . The number of shift steps is, for example, the same as the number of steps of the rear sprocket when the derailleur 22 includes a rear derailleur. For example, when the number of stages of the rear sprocket is plural, different speed ratios R are set for the respective numbers of shift stages. The rear sprocket with the fewest teeth corresponds to the highest number of gears. The rear sprocket with the highest number of teeth corresponds to the lowest number of gears. The higher the number of shifting stages, the greater the shifting ratio R. Formula (1): Gear ratio R=rotational speed W/rotational speed C

The derailleur 22 is, for example, at least one of a front derailleur and a rear derailleur. When the derailleur 22 includes a rear derailleur, the first rotating body 14 includes at least one sprocket, the second rotating body 18 includes a plurality of sprockets, and the transmission body 20 includes a chain. When the derailleur 22 includes a rear derailleur, the derailleur 22 is to move one chain among the plurality of sprockets engaged in the second rotating body 18 to the other chain among the plurality of sprockets. 1 move. When the derailleur 22 includes a front derailleur, the first rotating body 14 includes a plurality of sprockets, the second rotating body 18 includes at least one sprocket, and the transmission body 20 includes a chain. When the derailleur 22 includes the front derailleur, the derailleur 22 is to move one chain among the plurality of sprockets engaged in the first rotating body 14 to the other chain among the plurality of sprockets. 1 move. The derailleur 22 changes the engagement state of at least one of the first rotating body 14 and the second rotating body 18 with the transmitting body 20 by operating the transmitting body 20 , thereby changing the gear ratio R.

The first rotating body 14 and the second rotating body 18 may be provided in a gear box. The gear box is, for example, provided near the crankshaft 12 . When the first rotating body 14 and the second rotating body 18 are provided in a gear box, at least one of the first rotating body 14 and the second rotating body 18 includes a plurality of sprockets, and the derailleur 22 is provided in The gear box changes the state of engagement between at least one of the first rotating body 14 and the second rotating body 18 and the transmission body 20 .

For example, the human-powered vehicle 10 further includes an operating device 44 for operating the derailleur 22 . The operating device 44 is, for example, provided on the handlebar 42 . The operating device 44 is operated by a hand including a user's fingers. The operating device 44 includes at least a first operating portion 44A and a second operating portion 44B.

The first operation part 44A and the second operation part 44B include, for example, push button switches or lever switches. If the first operation part 44A and the second operation part 44B are configured to switch between at least two states by the user's operation, they are not limited to push button switches or lever switches, and any configuration may be used.

The first operation part 44A and the second operation part 44B operate the derailleur 22 . The operating device 44 outputs a shift operation signal to the control unit 72 of the control device 70 in response to a user's operation. The operating device 44 may further include a third operating part in addition to the first operating part 44A and the second operating part 44B, or may be replaced by a third operating part. Human-powered vehicles are operated with components. The components for the human-driven vehicle include, for example, at least one of: a cyclocomputer, a suspension device 46 , an adjustable seat post device, a light bulb, or a drive unit 48 . The speed change operation signal includes, for example, a first operation signal and a second operation signal. The first operation signal includes a speed change instruction to operate the derailleur 22 to increase the speed change ratio R, and the second operation signal includes to reduce the speed change. The mode of ratio R will dictate the shifting in which the derailleur 22 is operated.

The operation device 44 outputs a first operation signal when the first operation part 44A is operated, and outputs a second operation signal when the second operation part 44B is operated. In this embodiment, the rear derailleur is operated by the first operation part 44A and the second operation part 44B, but the front derailleur is operated by the first operation part 44A and the second operation part 44B. It may be operated, and both the rear derailleur and the front derailleur may be operated by the first operation part 44A and the second operation part 44B. The operating device 44 may further include a fourth operating unit and a fifth operating unit in addition to the first operating unit 44A and the second operating unit 44B. The fourth operation part and the fifth operation part are, for example, configured similarly to the first operation part 44A and the second operation part 44B. The rear derailleur is operated by one of the first operation part 44A and the second operation part 44B, and the fourth operation part and the fifth operation part, and by the first operation part 44A and the second operation part 44B , and the other of the fourth and fifth operating portions to operate the front derailleur.

For example, the human-powered vehicle 10 further includes an electric actuator 50 for operating the derailleur 22 . The electric actuator 50 includes, for example, an electric motor. The electric actuator 50, for example, may further include a reduction gear, and may be connected to the output shaft of the electric motor. The electric actuator 50 may be provided on the derailleur 22 or may be provided at a position away from the derailleur 22 in the human-powered vehicle 10 . The transmission body 20 is operated by the derailleur 22 by driving the electric actuator 50 to perform a shifting operation. The derailleur 22 includes, for example, a base member, a moving member, and a link member that movably couples the moving member to the base member. The moving member includes a guide member that guides the connecting member. The guide member includes, for example, a guide pallet and a pulley. The electric actuator 50 may directly drive a link member, for example. The electric actuator 50 may drive the link member through a cable.

For example, the human-driven vehicle 10 further includes a battery 52 . The battery 52 includes 1 or a plurality of battery elements. The battery element is to contain the rechargeable battery. The battery 52 supplies electric power to the control device 70 . For example, the battery 52 also supplies electric power to the electric actuator 50 . The battery 52 is, for example, communicably connected to the control unit 72 of the control device 70 by wire or wirelessly. The battery 52 is, for example, via power line communication (PLC: Power Line Communication, Power Line Communication), CAN (Controller Area Network, Controller Area Network), or UART (Universal Asynchronous Receiver/Transmitter, Universal Asynchronous Receiver/Transmitter), On the other hand, it can communicate with the control unit 72 .

The motor 24 drives the conveying body 20 . For example, the motor 24 applies a propulsion force to the human-driven vehicle 10 in response to the human-powered driving force H. As shown in FIG. The motor 24 includes one or a plurality of electric motors. The electric motor included in the motor 24 is, for example, a brushless motor. The motor 24 transmits the rotational force through the power transmission path of the human driving force H from the pedal 34 to the second rotating body 18 . In the present embodiment, the motor 24 is provided on the frame 32 of the human-powered vehicle 10 and transmits a rotational force to the first rotating body 14 . The motor 24 drives the transmission body 20 through the first rotating body 14 . The human-driven vehicle 10 further includes a housing 54 provided with the motor 24 . The drive unit 48 is composed of the motor 24 and the housing 54 . The casing 54 is attached to the frame 32 . The housing 54 rotatably supports the crankshaft 12 . For example, the motor 24 may transmit the rotational force to the transmission body 20 without passing through the first rotating body 14 . In this case, for example, the output shaft of the motor 24 or the transmission member through which the force of the output shaft is transmitted is provided with a sprocket engaged with the transmission body 20 .

Between the motor 24 and the power transmission path of the human driving force H, a speed reducer 56 may be provided. The speed reducer 56 is, for example, configured to include a plurality of gears. Between the motor 24 and the power transmission path of the human-powered driving force H, for example, a third one-way clutch 58 may be provided. The rotational force is transmitted to the motor 24 . The third one-way clutch 58 includes, for example, at least one of a roller clutch, a sprag clutch, and a dog clutch.

Also, for the plurality of gears included in the motor 24 and the speed reducer 56, in the part where the gears mesh with each other, there is a gap called a backlash, so when the human-powered vehicle 10 is running, there will be abnormalities such as rattling. the reason for the sound. In order to suppress this abnormal sound, the control unit 72 controls the motor 24 to continuously apply a small torque to the gears through the motor 24 when the human-powered vehicle 10 is walking.

The drive unit 48 includes an output unit 60 . The output unit 60 is, for example, connected to the crankshaft 12 and also connected to the speed reducer 56 . The human driving force H and the output of the motor 24 are input to the output unit 60 . The first rotating body 14 is connected to the output unit 60 so as to rotate integrally with the output unit 60 .

For example, the power transmission system 62 includes a control device 70 and a first one-way clutch 64 . The first one-way clutch 64 is a first power transmission path provided between the crankshaft 12 and the first rotating body 14, transmits a rotational force in the first rotating direction from the crankshaft 12 to the first rotating body 14, and suppresses The rotational force in the first rotational direction is transmitted from the first rotational body 14 to the crankshaft 12 . The first one-way clutch 64 rotates the first rotating body 14 forward when the crank 28 rotates forward, and allows relative rotation of the crank 28 and the first rotating body 14 when the crank 28 rotates backward. The first one-way clutch 64 is, for example, provided on the housing 54 of the drive unit 48 . The first one-way clutch 64 is, for example, provided between the crankshaft 12 and the output unit 60 . The first one-way clutch 64 includes, for example, at least one of a roller clutch, a sprag clutch, and a dog clutch.

The crankshaft 12 and the first rotating body 14 may be connected to rotate integrally. When the crankshaft 12 and the first rotating body 14 are coupled to rotate integrally, the first one-way clutch 64 is omitted.

For example, the power transmission system 62 further includes a second one-way clutch 66 . The second one-way clutch 66 is a second power transmission path provided between the second rotating body 18 and the wheels 16. The transmission of the rotational force in the second rotational direction is suppressed from being transmitted from the wheels 16 to the second rotating body 18 . The second one-way clutch 66 rotates the rear wheel 16R forward if the second rotating body 18 is rotating forward, and allows the second rotating body 18 and the rear wheel 16R to rotate if the second rotating body 18 is rotating backward. relative rotation. The second one-way clutch 66 is, for example, a hub shaft provided on the rear wheel 16R. The second one-way clutch 66 includes, for example, at least one of a roller clutch, a sprag clutch, and a dog clutch.

The second rotating body 18 and the rear wheel 16R may be connected to rotate integrally. When the second rotating body 18 and the rear wheel 16R are connected to rotate integrally, the second one-way clutch 66 is omitted.

For example, the power transmission system 62 further includes a power storage device. The power storage device stores the electric power generated by the motor 24 . For example, the control unit 72 controls the motor 24 using the electric power of the power storage device. The power storage device may include the battery 52 , a battery different from the battery 52 , or a capacitor. The power storage device is, for example, provided in the case 54 of the drive unit 48 .

The control device 70 includes a control unit 72 . The control unit 72 is an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit included in the control unit 72 includes, for example, a CPU (Central Processing Unit, Central Processing Unit) or an MPU (Micro Processing Unit, Micro Processing Unit). The arithmetic processing devices included in the control unit 72 may be installed in a plurality of places distant from each other. For example, a part of the arithmetic processing device may be installed in the human-powered vehicle 10, and the other part of the arithmetic processing device may be installed in a server connected to the Internet. In the case where the arithmetic processing device is installed in a plurality of places far away from each other, each part of the arithmetic processing device is communicably connected to each other through a wireless communication device. The control unit 72 may include one or a plurality of microcomputers.

For example, the control device 70 further includes a memory unit 74 . In the storage unit 74, control programs and information used for control processing are stored. The memory unit 74 includes, for example, a non-volatile memory and a volatile memory. Non-volatile memory includes, for example: ROM (Read-Only Memory), EPROM (Erasable Programmable Read-Only Memory, Erasable Programmable Read Only Memory), EEPROM (Electronic Erasable Programmable At least one of overwrite read-only memory, Electrically Erasable Programmable Read-Only Memory), and flash memory. The volatile memory includes, for example, RAM (Dynamic Random Access Memory, Random Access Memory).

The control device 70 is, for example, further provided with a drive circuit 76 for the motor 24 . The drive circuit 76 and the control unit 72 are provided, for example, on the casing 54 of the drive unit 48 . The drive circuit 76 and the control unit 72 may be provided, for example, on the same circuit board. The drive circuit 76 includes an inverter circuit. The drive circuit 76 controls the electric power supplied from the battery 52 to the motor 24 . The drive circuit 76 is connected to the control unit 72 through conductive wires, power cables, or wireless communication devices. The drive circuit 76 drives the motor 24 in response to the control signal from the control unit 72 .

For example, the control device 70 further includes a vehicle speed sensor 78 , a crank rotation sensor 80 , and a human driving force detection unit 82 .

The vehicle speed sensor 78 detects information corresponding to the rotation speed W of the wheel 16 of the human-driven vehicle 10 . The vehicle speed sensor 78 is, for example, a magnet provided on the wheel 16 of the human-powered vehicle 10 to be detected. The vehicle speed sensor 78 outputs, for example, detection signals a predetermined number of times while the wheel 16 rotates once. The predetermined number of times is, for example, one time. The vehicle speed sensor 78 outputs a signal corresponding to the rotation speed W of the wheel 16 . The control unit 72 can calculate the vehicle speed V of the human-powered vehicle 10 based on the rotational speed W of the wheels 16 . The vehicle speed V can be calculated according to the rotation speed W of the wheel 16 and the information about the circumference of the wheel 16 . Information about the circumference of the wheel 16 is memorized in the memory unit 74 .

The vehicle speed sensor 78 includes, for example, a magnetic reed constituting a reed switch or a Hall element. The vehicle speed sensor 78 is installed on the chain stay of the vehicle frame 32 of the human-powered vehicle 10, and it is also possible to detect the magnet installed on the rear wheel 16R. Magnets work too. In the present embodiment, the vehicle speed sensor 78 detects the magnet once when the wheel 16 rotates once. If the vehicle speed sensor 78 can detect information corresponding to the rotational speed W of the wheel 16 of the human-powered vehicle 10, any structure is also acceptable, such as an optical sensor or an acceleration sensor. The vehicle speed sensor 78 is connected to the control unit 72 through a wireless communication device or a power cable.

The crank rotation sensor 80 detects information corresponding to the rotation speed C of the crankshaft 12 of the human-driven vehicle 10 . The crank rotation sensor 80 is provided, for example, on the frame 32 or the driving unit 48 of the human-powered vehicle 10 . The crank rotation sensor 80 includes a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. The ring-shaped magnet whose strength of the magnetic field changes in the circumferential direction is installed on the crankshaft 12, a member rotating in conjunction with the crankshaft 12, or a power transmission path from the crankshaft 12 to the first rotating body 14. . The member rotating in conjunction with the crankshaft 12 may be the output shaft of the motor 24 . The crank rotation sensor 80 outputs a signal corresponding to the rotation speed C of the crankshaft 12 .

The magnet may be provided in a member that rotates integrally with the crankshaft 12 in the power transmission path of the human driving force H from the crankshaft 12 to the first rotating body 14 . For example, when the first one-way clutch 64 is not provided between the crankshaft 12 and the first rotating body 14 , the magnet may be provided on the first rotating body 14 . If the crank rotation sensor 80 can detect the information corresponding to the rotational speed C of the crankshaft 12 of the human-driven vehicle 10, any structure can also replace the magnetic sensor, such as an optical sensor, an acceleration sensor , or a torque sensor, etc. can also be used. The crank rotation sensor 80 is connected to the control unit 72 through a wireless communication device or a power cable.

The human driving force detection unit 82 detects information on the human driving force H. The human-powered driving force detection unit 82 is provided, for example, on the frame 32 of the human-powered vehicle 10 , the drive unit 48 , the crank 28 , or the pedal 34 . The human driving force detection unit 82 may be provided on the housing 54 of the drive unit 48 . The human driving force detection unit 82 includes, for example, a torque sensor. The torque sensor outputs a signal corresponding to the torque applied to the crank 28 by the human driving force H. The torque sensor is, for example, provided on the upstream side of the first one-way clutch 64 in the power transmission path when the first one-way clutch 64 is provided on the power transmission path. The torque sensor includes: a strain sensor, a magnetostrictive sensor, or a pressure sensor. A strain sensor is comprised of strain gauges.

The torque sensor is installed near the power transmission path or a member included in the power transmission path. The members included in the power transmission path are, for example, the crankshaft 12 , a member that transmits the human driving force H between the crankshaft 12 and the first rotating body 14 , the crank arm 26 , or the pedal 34 . The human driving force detection unit 82 is connected to the control unit 72 through a wireless communication device or a power cable. If the human driving force detection unit 82 can obtain information about the human driving force H, any structure is also possible, for example: a sensor that detects the pressure applied to the pedal 34, or a sensor that detects the chain Tension sensors and the like are also available.

The human-powered vehicle 10 further includes a motor load detection unit 84 capable of detecting the load of the motor 24 . The motor load detection unit 84 detects the load of the motor 24 . The motor load detection unit 84 includes a current sensor for detecting the current flowing in the motor 24 and a rotation sensor for detecting the rotational speed M of the motor 24 . The load on the motor 24 can be detected by a known technique based on the current flowing in the motor 24 and the rotational speed M of the motor 24 , so detailed description is omitted.

The control unit 72 controls the motor 24 . The control unit 72 controls the motor 24 so that the assist level A generated by the motor 24 becomes a predetermined assist level A, for example. For example, the assist level A includes: the ratio of the output of the motor 24 to the human-powered driving force H input to the human-powered vehicle 10, the maximum value of the output of the motor 24, and the motor 24 when the output of the motor 24 is reduced. At least 1 of the output variation suppression levels L. The ratio of the assisting force of the motor 24 to the human driving force H may be described as an assisting ratio. For example, the control unit 72 controls the motor 24 so that the ratio of the assist force by the motor 24 to the human driving force H becomes a predetermined ratio. The human-powered driving force H corresponds to the propulsion force of the human-powered vehicle 10 generated by the rider rotating the crankshaft 12 . The auxiliary force is the propulsion force of the human-driven vehicle 10 generated correspondingly by the rotation of the motor 24 . The predetermined ratio is not fixed, for example, it may correspond to the change of the human driving force H. The predetermined ratio is not fixed, and may vary according to the rotation speed C of the crankshaft 12, for example. The predetermined ratio is not fixed, for example, it may correspond to changes in the vehicle speed V. The predetermined ratio is not fixed, and may be changed according to any two or all of the human driving force H, the rotation speed C of the crankshaft 12, and the vehicle speed V, for example.

When the human driving force H and the assisting force are represented by torque, the human driving force H is described as the human torque HT, and the assisting force is described as the assisting torque MT. When expressing the human driving force H and the assisting force by the manpower rate, the manpower driving force H is described as the manpower work rate HW, and the assisting force is described as the manpower work rate MW. The ratio may be the ratio of the torque of the assist torque MT to the human power torque HT of the human-powered vehicle 10, or the ratio of the assist work rate MW generated by the motor 24 to the human work rate HW.

In the drive unit 48 of this embodiment, the crankshaft 12 is not connected to the first rotating body 14 through the transmission, and the output of the motor 24 is input to the first rotating body 14 . When the crankshaft 12 is not connected to the first rotating body 14 through the speed changer, and the output of the motor 24 is input to the first rotating body 14, the human driving force H corresponds to the rotation of the crankshaft 12 by the user. Driving force input to the first rotating body 14 . The crankshaft 12 is not connected to the first rotating body 14 through the transmission, and if the output of the motor 24 is input to the first rotating body 14, the auxiliary force is that the motor 24 is input to the first rotating body by rotating body 14 driving force. When the output of the motor 24 is input to the first rotating body 14 through the speed reducer 56 , the assist force corresponds to the output of the speed reducer 56 .

When the rear wheel 16R is provided with the motor 24, the human driving force H corresponds to the output of the rear wheel 16R driven only by the rider. When the motor 24 is provided on the rear wheel 16R, the assist force is an output corresponding to only the rear wheel 16R driven by the motor 24 . When the front wheel 16F is provided with the motor 24, the human driving force H corresponds to the output of the rear wheel 16R driven only by the rider. When the motor 24 is provided on the front wheel 16F, the assist force corresponds to the output of the front wheel 16F driven only by the motor 24 .

The control unit 72 controls the motor 24 so that the assist force becomes equal to or less than the maximum value MX. When the output of the motor 24 is input to the first rotating body 14 and the assist force is represented by torque, the control unit 72 controls the motor 24 so that the assist torque MT becomes equal to or less than the maximum value MTX. For example, the maximum value MTX is a value in the range of 20 Nm to 200 Nm. The maximum value MTX is determined, for example, by the output characteristics of the motor 24 . When the output of the motor 24 is input to the first rotating body 14 and the assist force is represented by the duty ratio, the control unit 72 controls the motor 24 so that the assist duty ratio MW becomes equal to or less than the maximum value MWX.

For example, the control unit 72 can change the suppression level L of the output fluctuation of the motor 24 . The larger the suppression level L of the output fluctuation of the motor 24 is, the change amount per unit time of the output of the motor 24 is smaller than the change amount per unit time of the control parameter of the motor 24 . The smaller the suppression level L of the output fluctuation of the motor 24 is, the change amount of the output of the motor 24 per unit time is larger than the change amount of the control parameter of the motor 24 per unit time. The control parameter of the motor 24 is the human driving force H or the rotation speed C of the crankshaft 12 . The suppression level L of the output fluctuation of the motor 24 is inversely proportional to the response speed of the motor 24 . The response speed of the motor 24 is represented by the change amount per unit time of the output of the motor 24 with respect to the change amount per unit time of the control parameter of the motor 24 . If the suppression level L of the output fluctuation of the motor 24 increases, the response speed of the motor 24 decreases.

The control unit 72 changes the suppression level L by using a filter, for example. The filter, for example, includes a low-pass filter with a time constant. The control unit 72 changes the suppression level L by changing the time constant of the filter. The control unit 72 may change the suppression level L by changing the gain amount for calculating the output of the motor 24 from the human driving force H. The filter is constituted, for example, by executing predetermined software on an arithmetic processing device.

For example, the control unit 72 controls the electric actuator 50 . For example, the control unit 72 controls the electric actuator 50 in response to a shift speed instruction. For example, the control unit 72 determines that there is a shift instruction when the first operation signal is output from the first operation portion 44A, when the second operation signal is output from the second operation portion 44B, and when the shift condition is satisfied. . When the speed change condition is satisfied, for example, at least one of the running state of the human-powered vehicle 10 and the running environment of the human-powered vehicle 10 is satisfied. Satisfaction of the speed change condition is, for example, independent of the operation to the first operation part 44A and the second operation part 44B, the running state of the human-powered vehicle 10 , and the running environment of the human-powered vehicle 10 .

For example, when the first operation signal is output from the first operation portion 44A and the second operation signal is output from the second operation portion 44B, the control unit 72 determines that there is a shift instruction, and changes the shift speed. The speed change control signal for the ratio R is output to the electric actuator 50 . The electric actuator 50 operates so as to operate the derailleur 22 when a shift control signal is input. The speed change control signal includes, for example, electric power for driving the electric actuator 50 . For example, the speed change control signal includes: the first speed change control signal, the second speed change control signal, and the first speed change control signal includes making the electric actuator 50 operate the derailleur 22 in a manner that increases the speed change ratio R The shift command, the second shift control signal, is a shift command including operating the derailleur 22 so that the electric actuator 50 reduces the shift ratio R.

The control unit 72 controls the electric actuator 50 to operate the derailleur 22 to change the speed change ratio R when the speed change condition is satisfied. For example, when the shift condition is satisfied, the control unit 72 determines that there is a shift instruction, and outputs a shift control signal for changing the shift ratio R to the electric actuator 50 . The control unit 72 transmits a first shift control signal to the electric actuator 50 when the shift condition for increasing the shift ratio R is satisfied. The electric actuator 50 operates the derailleur 22 to increase the speed change ratio R by the first speed change control signal. The control unit 72 transmits a second speed change control signal to the electric actuator 50 when the speed change condition for reducing the speed change ratio R is satisfied. The electric actuator 50 operates the derailleur 22 by the second shift control signal to decrease the shift ratio R.

The shift condition is, for example, at least one of the rotational speed C of the crankshaft 12 , the vehicle speed V, the human driving force H, and the gradient of the travel path of the human driven vehicle 10 . For example, the shift condition for reducing the shift ratio R is established when the vehicle speed V is equal to or lower than a predetermined vehicle speed.

The control unit 72 controls the motor 24 to drive the transmission body 20 and controls the derailleur 22 to operate the transmission body 20 to change the transmission ratio R when the first condition related to pedaling is satisfied to perform transmission control. The control unit 72 controls the electric actuator 50 and operates the transmission body 20 through the derailleur 22 when the first condition is satisfied.

The first condition is met when the human driving force H is equal to or less than the first driving force H1, when the rotational speed C of the crankshaft 12 is equal to or less than the first rotational speed C1, and when the crankshaft 12 is oscillating. 1. When the crankshaft 12 is oscillating, the crankshaft 12 is not completely stopped, and the rotation angle RA of the crankshaft 12 is maintained within a predetermined angle range. The predetermined angle range is, for example, not less than 1° and not more than 20°. For example, the first driving force H1 is substantially 0 Nm. The first driving force H1 is set to a value at which it can be determined that the rotation of the crankshaft 12 has stopped. For example, when the first condition is satisfied, the rotational speed C of the crankshaft 12 is equal to or lower than the first rotational speed C1, and the first rotational speed C1 is substantially 0 rpm. The first rotation speed C1 is set to a value at which it can be determined that the rotation of the crankshaft 12 has stopped.

For example, when the first condition is satisfied, the control unit 72 controls the motor 24 to drive the transmission body 20 so that no assist force is applied to the human-powered vehicle 10 during the speed change control. For example, when the first condition is satisfied, the control unit 72 drives the transmission body 20 by the motor 24 so that the driving force of the motor 24 is not transmitted to the rear wheels 16R during the shift control. For example, when the first condition is satisfied, the control unit 72 controls the motor 24 so that the rear wheel 16R is not rotated by the motor 24 during the shift control. For example, the control unit 72 controls the motor 24 so that the rotation speed of the second rotating body 18 becomes equal to or lower than the rotation speed of the rear wheel 16R. The control unit 72 may control the motor 24 so that no assist force is applied to the human-powered vehicle 10 in response to the information on the rotational speed M or rotational torque of the motor 24 stored in the memory unit 74 in advance.

The control state of the control unit 72 includes a first control state and a second control state in which the operation of the motor 24 is restricted compared with the first control state. For example, limiting the operation of the motor 24 compared to the first control state means controlling the motor 24 so that the output of the motor 24 in the second control state is smaller than the output of the motor 24 in the first control state. The output of the motor 24 includes, for example, at least one of the rotation speed M of the motor 24 and the output torque of the motor 24 . Preferably, the movement of the motor 24 is not restricted in the first control state. For example, the control unit 72 operates the motor 24 in the first control state, and restricts the operation of the motor 24 in the second control state. The control unit 72 controls the motor 24 in at least one of the first control state and the second control state until the operation of the transmission body 20 by the derailleur 22 is completed during shift control. The control unit 72 may drive the motor 24 in the second control state. For example, when the crankshaft 12 is not rotating and the control state is the first control state, the control unit 72 controls the motor 24 to drive the transmission body 20 in the speed change control so that no assist force is applied to the human-powered vehicle 10. . For example, when the control unit 72 does not rotate the crankshaft 12 and the control state is the first control state, the transmission body 20 is driven by the motor 24 during the speed change control so that the driving force of the motor 24 is not directed toward the rear wheel 16R. convey. For example, when the crankshaft 12 is not rotating and the control state is the first control state, the control unit 72 controls the motor 24 so that the motor 24 does not rotate the rear wheel 16R during the shift control.

For example, the control unit 72 stops the drive of the motor 24 in the second control state. In the second control state, the control unit 72 may drive the motor 24 . In the second control state, when the motor 24 is driven, for example, the control unit 72 controls the motor 24 so that the output torque of the motor 24 is smaller than in the first control state. In the second control state, when the motor 24 is driven, for example, the control unit 72 controls the motor 24 so that the crankshaft 12 does not rotate and the control state is the second control state. The output torque of the motor 24 is smaller than in the case of the first control state.

For example, the control unit 72 shifts the control states in the order of the first control state, the second control state, and the first control state. For example, if the control unit 72 satisfies the first condition, in the shift control, before the operation of the transmission body 20 by the derailleur 22 is completed, the control state is changed to the first control state and the second control state. state, and the order of the first control state moves. In this case, the control unit 72 drives the motor 24 to rotate the crankshaft 12 within 360°, preferably within a range of 30° to 90°, in the initial first control state. In the subsequent second control state, the control unit 72 continues the second control state for less than 1 second, preferably 0.5 to 1 second. The control unit 72 starts the control of the motor 24 under the speed change control in the second first control state. In the control of the control unit 72, the control of the motor 24 in the first first control state and the control of the motor 24 in the second first control state may be different. For example, in the case of the second first control state, the control unit 72 controls the motor 24 so that the output torque of the motor 24 becomes equal to or greater than the output torque of the motor 24 in the first first control state. For example, when the controller 72 is in the second first control state, it may control the motor 24 such that the rotational speed M of the motor 24 is equal to or higher than the rotational speed M of the motor 24 in the first first control state. . The control unit 72 controls the motor 24 to drive the conveying body 20 in the first first control state and the second first control state so that no assist force is applied to the human-powered vehicle 10 .

For example, the control unit 72 controls the motor 24 in the order of driving, stopping, and driving. By controlling the motor 24 in such a sequence, it can be confirmed whether or not the motor 24 is safely driven. For example, the control unit 72 drives the motor 24 for a while, then stops it, and confirms that foreign objects such as branches of trees are not inserted into the transmission body 20, whether the transmission body 20 itself is blocked, etc., and drives the motor 24 again if there is no abnormality. In addition, the control unit 72 controls the motor 24 in this order to apply tension to the conveying body 20 instantaneously to eliminate the slack of the conveying body 20, and then the motor 24 can drive the conveying body 20. . In other words, according to this control example, the control unit 72 can perform the main drive of the motor 24 after the preliminary drive of the motor 24 is performed.

For example, the control unit 72 changes the control state from the second control state to the first control state when the first time has elapsed after the control state has been changed to the second control state. For example, the first time is not less than 1 second and not more than 5 seconds, more preferably not less than 2 seconds and not more than 3 seconds. For example, the first time period is set so that the load on the motor 24 can be detected after the control unit 72 starts driving the motor 24 .

For example, in the second control state, the control unit 72 shifts the control state from the second control state to the first control state when the state in which a load greater than a predetermined load is not applied to the motor 24 continues for a second time. . The predetermined load is, for example, set to correspond to the load of the motor 24 when a foreign object is included in the power transmission path from the motor 24 to the second rotating body 18 . The predetermined load is, for example, set to correspond to the load of the motor 24 when a shock of a magnitude not suitable for the speed change control is applied to the human-powered vehicle 10 . For example, the predetermined load is a load of 5N or more. In the second control state, when the drive of the motor 24 is stopped, for example, the control unit 72 may calculate the load of the motor 24 based on the degree of decrease in the rotation speed M of the motor 24 during idling rotation.

The control unit 72 may stop the drive of the motor 24 when the condition for stopping the drive of the motor 24 is satisfied. The case where the drive stop condition of the motor 24 is satisfied includes, for example, the case where the rotation of the crankshaft 12 is restarted. The case where the drive stop condition of the motor 24 is met includes, for example, a case where the rider starts to step on the pedal 34 .

In this embodiment, in the shift control, before the operation of the transmission body 20 by the derailleur 22 is completed, the motor 24 can be controlled by at least one of the first control state and the second control state. The stable driving of the motor 24 and the improvement of the ride quality of the rider are realized.

Referring to FIG. 5 , the processing of the shift control by the control unit 72 will be described. For example, when power is supplied to the control unit 72 , the control unit 72 starts processing and proceeds to step S11 of the flowchart shown in FIG. 5 . When the flowchart in FIG. 5 ends, the control unit 72 repeats the processing from step S11 after a predetermined cycle, for example, until the supply of electric power is stopped.

In step S11, the control unit 72 judges whether or not the first condition is satisfied. When the control unit 72 satisfies the first condition, it proceeds to step S12. The control unit 72 terminates the processing when the first condition is not satisfied.

In step S12, the control unit 72 determines whether or not there is a shift instruction. The control unit 72 proceeds to step S13 if there is a shift instruction. The control unit 72 terminates the process when there is no shift instruction.

The control unit 72 starts driving the motor 24 in the first control state in step S13, and proceeds to step S14.

The control unit 72 changes the control state to the second control state in step S14, and then moves to step S15.

In step S15, the control unit 72 judges whether or not the first time has elapsed. For example, the control unit 72 determines that the first time has elapsed when the period since the execution of the process of step S14 is longer than the first time. The control unit 72 proceeds to step S16 when the first time has elapsed. If the first time has not passed, the control unit 72 repeats the process of step S15 until the first time has passed.

In step S16, the control unit 72 determines whether or not the state in which the motor 24 has not received a load equal to or greater than a predetermined load has continued for a second time. The control unit 72 proceeds to step S17 when the state in which the load equal to or greater than the predetermined load is not applied to the motor 24 continues for the second time. The control unit 72 proceeds to step S18 when the state in which the load equal to or greater than the predetermined load has not been applied to the motor 24 has not continued for the second time.

The control unit 72 changes the control state to the first control state in step S17, and then moves to step S19.

The control part 72 controls the derailleur 22 in step S19, and moves to step S20.

In step S20, the control unit 72 determines whether or not the shift has been completed. For example, the control unit 72 determines that the shift has been completed when the period after the control of the derailleur 22 is started is longer than a predetermined period. The control unit 72 may determine whether or not the shift has been completed based on the output of the position sensor detecting the position of the derailleur 22 . The control unit 72 proceeds to step S21 if the gear change has been completed. The control unit 72 repeats the process of step S20 until the speed change is completed if the speed change has not been completed.

In step S21, the control unit 72 ends the shift control and ends the process. For example, the control unit 72 stops the drive of the motor 24 in step S21.

In step S18, the control unit 72 determines whether or not the drive stop condition of the motor 24 is satisfied. The control unit 72 proceeds to step S22 when the condition for stopping the drive of the motor 24 is satisfied. When the condition for stopping the drive of the motor 24 is not satisfied, the control unit 72 proceeds to step S16 and executes the process of step S16.

In step S22, the control unit 72 ends the shift control and ends the process. For example, the control unit 72 stops the drive of the motor 24 in step S22.

The control unit 72 may omit the processing of step S15. In this case, if the control unit 72 executes the process of step S14, the process proceeds to step S16.

<Second Embodiment> Referring to FIG. 6 , a control device 70 according to a second embodiment will be described. The control device 70 of the second embodiment is the same as the control device 70 of the first embodiment except that the control unit 72 executes the processing of the flowchart of FIG. 6 instead of the processing of the flowchart of FIG. 5 . In the control device 70 of the second embodiment, the same reference numerals as those of the first embodiment are assigned to the same configurations as those of the first embodiment, and overlapping descriptions are omitted.

In the present embodiment, the control unit 72 shifts the control state from the first control state to the second control state when the load on the motor 24 is detected in the first control state. The control unit 72 shifts the control state to the first control state when the load of the motor 24 detected in the first control state is less than a predetermined load in the second control state. The control unit 72 maintains the control state in the second control state when the load of the motor 24 detected in the first control state is greater than or equal to a predetermined load in the second control state. The load of the motor 24 is detected by the motor load detection unit 84 .

In the present embodiment, when the load is applied to the motor 24 in the first control state, the control unit 72 shifts the control state to the second control state so that the drive of the motor 24 under the speed change control is once. stop. The control unit 72 can change the control state from the second control state to the first control state according to the magnitude of the load on the motor 24 once the drive of the motor 24 is stopped, and restart the drive of the motor 24 under variable speed control. The control unit 72 can maintain the second control state according to the magnitude of the load on the motor 24 after once stopping the driving of the motor 24 and continue the stop of the driving of the motor 24 in the speed change control. After the control unit 72 once stops the drive of the motor 24, it can stop the drive of the motor 24 under the speed change control in the second control state according to the magnitude of the load on the motor 24, and end the speed change control. Therefore, the control unit 72 does not need to perform the speed change control in an unsuitable situation. For example, in the first control state, when a load is applied to the motor 24 by a rider applying a load to the pedal 34 during driving of the motor 24, the control unit 72 once stops the shift control. The control unit 72 can select any one of reactivation of the shift control, stop of the shift control, continuation of the shift control, and suspension of the shift control according to the magnitude of the load on the motor 24 . While maintaining the second control state, the control unit 72 may shift the control state from the second control state to the first control state when the first time elapses, as in the first embodiment.

Referring to FIG. 6 , the process of executing the shift control by the control unit 72 will be described. For example, when power is supplied to the control unit 72 , the control unit 72 starts processing and proceeds to step S31 of the flowchart shown in FIG. 6 . When the flowchart of FIG. 6 ends, the control unit 72 repeats the processing from step S31 after a predetermined cycle, for example, until the supply of electric power is stopped.

In step S31, the control unit 72 judges whether or not the first condition is satisfied. When the control unit 72 satisfies the first condition, it proceeds to step S32. The control unit 72 terminates the processing when the first condition is not satisfied.

In step S32, the control unit 72 determines whether or not there is a shift instruction. The control unit 72 proceeds to step S33 if there is a shift instruction. The control unit 72 terminates the process when there is no shift instruction.

The control unit 72 starts driving the motor 24 in the first control state in step S33, and proceeds to step S34.

In step S34, the control unit 72 determines whether or not the load on the motor 24 has been detected. The control unit 72 proceeds to step S35 when the load on the motor 24 is detected. When the load of the motor 24 is not detected, the control unit 72 ends the processing.

The control unit 72 changes the control state to the second control state in step S35, and then moves to step S36.

In step S36, the control unit 72 judges whether or not the load on the motor 24 is less than a predetermined load. The control unit 72 proceeds to step S37 if the load on the motor 24 is less than the predetermined load. The control part 72 moves to step S38 when the load of the motor 24 is more than predetermined load.

The control unit 72 changes the control state to the first control state in step S37, and then moves to step S39.

The control part 72 controls the derailleur 22 in step S39, and moves to step S40.

In step S40, the control unit 72 judges whether or not the shift has been completed. For example, the control unit 72 determines that the shift has been completed when the period after the control of the derailleur 22 is started is longer than a predetermined period. The control unit 72 may determine whether or not the shift has been completed based on the output of the position sensor detecting the position of the derailleur 22 . The control unit 72 proceeds to step S41 if the speed change has been completed. The control unit 72 repeats the process of step S40 until the speed change is completed if the speed change has not been completed.

In step S41, the control unit 72 ends the shift control and ends the processing. For example, the control unit 72 stops the drive of the motor 24 in step S41.

In step S38, the control unit 72 determines whether or not the condition for stopping the drive of the motor 24 is satisfied. The control unit 72 proceeds to step S42 when the condition for stopping the drive of the motor 24 is satisfied. When the condition for stopping the drive of the motor 24 is not satisfied, the control unit 72 proceeds to step S36 and executes the process of step S36.

In step S42, the control unit 72 ends the shift control and ends the processing.

<Third embodiment> Referring to FIG. 7 , a control device 70 according to a third embodiment will be described. The control device 70 of the third embodiment is the same as the control device 70 of the first embodiment except that the control unit 72 executes the processing of the flowchart of FIG. 7 instead of the processing of the flowchart of FIG. 5 . In the control device 70 of the third embodiment, the same reference numerals as those of the first embodiment are assigned to the same configurations as those of the first embodiment, and overlapping descriptions are omitted.

In this embodiment, the control unit 72 shifts the control state from the first control state to the second control state if the second condition is satisfied when the first condition is satisfied and the control state is shifted to the first control state. state. The second condition is satisfied when the human driving force H is greater than the second driving force H2, the rotational speed C of the crankshaft 12 is greater than the second rotational speed C2, and the crankshaft 12 is the second rotational speed C2. At least one of the cases where the rotation angle RA1 or more is rotated. The first rotation angle RA1 is, for example, the rotation angle RA of the crankshaft 12 including 40° or more.

In this embodiment, when the second condition is satisfied in addition to the first condition, the drive of the motor 24 under the speed change control is once stopped by changing the control state from the first control state to the second control state. The control unit 72 can change the control state from the second control to the second control according to the human driving force H, the rotation speed C of the crankshaft 12, and the rotation angle RA of the crankshaft 12 once the drive of the motor 24 is stopped during the speed change control. The state moves to the first control state, and the variable speed control is turned on again. The control unit 72, after once stopping the drive of the motor 24 in the speed change control, can change the second gear to at least one of the human driving force H, the rotational speed C of the crankshaft 12, and the rotational angle RA of the crankshaft 12. The control state is maintained and continues when the drive of the motor 24 is stopped during the speed change control. The control unit 72 is capable of responding to at least one of the human driving force H, the rotational speed C of the crankshaft 12, and the rotational angle RA of the crankshaft 12 after the drive of the motor 24 is once stopped during the speed change control, in the second control. The state stops the drive of the motor 24 during the speed change control, and ends the speed change control. Therefore, the control unit 72 can be avoided, and the shift control can be performed under an unsuitable situation.

Referring to FIG. 7 , the process of executing the shift control by the control unit 72 will be described. For example, when power is supplied to the control unit 72 , the control unit 72 starts processing and proceeds to step S51 of the flowchart shown in FIG. 7 . When the flowchart of FIG. 7 ends, the control unit 72 repeats the processing from step S51 after a predetermined cycle, for example, until the supply of electric power is stopped.

In step S51, the control unit 72 judges whether or not the first condition is satisfied. When the control unit 72 satisfies the first condition, it proceeds to step S52. The control unit 72 terminates the processing when the first condition is not satisfied.

In step S52, the control unit 72 judges whether or not there is a shift instruction. The control unit 72 proceeds to step S53 if there is a shift instruction. The control unit 72 terminates the process when there is no shift instruction.

The control unit 72 starts driving the motor 24 in the first control state in step S53, and proceeds to step S54.

In step S54, the control unit 72 judges whether or not the second condition is satisfied. When the control unit 72 satisfies the second condition, it proceeds to step S55. The control unit 72 proceeds to step S56 when the second condition is not satisfied.

The control unit 72 changes the control state to the second control state in step S55, and then moves to step S57.

In step S57, the control unit 72 determines whether or not the condition for stopping the drive of the motor 24 is satisfied. The control unit 72 proceeds to step S58 when the condition for stopping the drive of the motor 24 is satisfied. The control unit 72 proceeds to step S54 when the condition for stopping the drive of the motor 24 is not satisfied.

In step S58, the control unit 72 ends the shift control and ends the processing. For example, the control unit 72 stops the drive of the motor 24 in step S58.

The control part 72 controls the derailleur 22 in step S56, and moves to step S59.

In step S59, the control unit 72 judges whether or not the shift has been completed. For example, the control unit 72 determines that the shift has been completed when the period after the control of the derailleur 22 is started is longer than a predetermined period. The control unit 72 may determine whether or not the shift has been completed based on the output of the position sensor detecting the position of the derailleur 22 . The control unit 72 proceeds to step S60 if the speed change has been completed. The control unit 72 repeats the process of step S59 until the speed change is completed if the speed change has not been completed.

In step S60, the control unit 72 ends the shift control and ends the process. For example, the control unit 72 stops the drive of the motor 24 in step S60.

<Fourth embodiment> Referring to FIG. 8 , a control device 70 according to a fourth embodiment will be described. The control device 70 of the fourth embodiment is the same as the control device 70 of the first embodiment except that the control unit 72 executes the processing of the flowchart of FIG. 8 instead of the processing of the flowchart of FIG. 5 . In the control device 70 of the fourth embodiment, the same reference numerals as those of the first embodiment are assigned to the same configurations as those of the first embodiment, and overlapping descriptions are omitted.

In the present embodiment, when the first condition is satisfied, the control unit 72 controls the motor 24 so that the rotational speed M of the motor 24 under the speed change control changes according to the estimated value G related to the walking state of the human-powered vehicle 10. . The estimated value G related to the running state of the human-powered vehicle 10 is, for example, an estimated value calculated from the vehicle speed V and the transmission ratio R. FIG. For example, the estimated value G is an estimated value of the rotation speed C of the crankshaft 12 . The estimated value G may be an estimated value using the rotational speed W of the wheel 16 .

The control unit 72 controls the rotational speed M of the motor 24 during the speed change control so that the motor 24 does not exceed the estimated value G when the first condition is satisfied. For example, the control unit 72 may control the motor 24 so as to have a rotational speed of 70% to 90% of the estimated value G. For example, the control unit 72 may control the motor 24 so that the rotation speed becomes 80 percent of the estimated value G. When the estimated value G is an estimated value of the rotational speed C of the crankshaft 12 and the motor 24 transmits torque to the crankshaft 12, for example, the control unit 72 controls the motor 24 so that the rotational speed M of the motor 24 Do not exceed estimated value G. When a reduction gear is included between the motor 24 and the crankshaft 12, the rotation speed M of the motor 24 is the rotation speed of the output part of the reduction gear.

From the standpoint of legal restrictions and the like, there may be cases where the motor 24 alone cannot apply a driving force to the power transmission system of the human-powered vehicle 10 during the speed change control. In this case, the rotation speed M of the motor 24 must be limited to a fixed rotation speed or lower, and a threshold value must be set. For example, although the value of the rotational speed C of the crankshaft 12 can be considered as the threshold value, when the first condition is satisfied, the crankshaft 12 does not actually rotate, so the rotational speed of the crankshaft 12 cannot be obtained. The measured value of the speed C. Therefore, it is necessary to use the estimated value G as the threshold value, and it is preferable for the control unit 72 to control the rotational speed M of the motor 24 so as not to exceed the estimated value G. It is further preferable that the control unit 72 controls the rotational speed M of the motor 24 within a range of 70% to 90% of the estimated value.

For example, when the first condition is satisfied, the control unit 72 drives the motor 24 so that the rotational speed M of the motor 24 becomes the third rotational speed MA when the estimated value G is the first estimated value G1 during shift control. The control unit 72 drives the motor 24 so that the rotation speed M of the motor 24 becomes the fourth rotation speed MB when the first condition is satisfied and the estimated value G is the second estimated value G2 during the shift control. When the estimated value G is an estimated value of the rotational speed C of the crankshaft 12 and the motor 24 transmits torque to the crankshaft 12, for example, the third rotational speed MA is a value equal to or less than the first estimated value G1. When the estimated value G is an estimated value of the rotational speed C of the crankshaft 12 and the motor 24 transmits torque to the crankshaft 12, for example, the fourth rotational speed MB is a value equal to or smaller than the second estimated value G2.

For example, when the first condition is satisfied, the control unit 72 drives the motor 24 so that the rotation speed M of the motor 24 becomes the third rotation speed MA in accordance with the first estimated value G1 in the shift control, and then the derailleur 22. Before the operation of the carrier 20 is completed, when the estimated value G changes from the first estimated value G1 to the second estimated value G2, the rotational speed M of the motor 24 is not changed to the fourth rotational speed MB, The operation of the transmission body 20 by the derailleur 22 is completed by driving the motor 24 so as to maintain the state of the third rotational speed MA.

When the estimated value G is an estimated value of the rotational speed C of the crankshaft 12 estimated from the vehicle speed V and the gear ratio R, the control unit 72 uses the rotational speed of the crankshaft 12 estimated from the vehicle speed V and the gear ratio R For the estimated value of C, it may be determined that the estimated value G changes from the first estimated value G1 to the second estimated value G2. The estimated value G changes from the first estimated value G1 to the second estimated value G2, and may include the case where the acceleration AC of the human-powered vehicle 10 is greater than or equal to the first acceleration AC1. In this case, for example, the control unit 72 may determine that the estimated value G changes from the first estimated value G1 to the second estimated value G2 when the acceleration AC of the human-powered vehicle 10 is greater than or equal to the first acceleration AC1. The estimated value G changes from the first estimated value G1 to the second estimated value G2, and may include a case where the acceleration AC of the human-powered vehicle 10 is equal to or less than the second acceleration AC2. In this case, for example, the control unit 72 may determine that the estimated value G changes from the first estimated value G1 to the second estimated value G2 when the acceleration AC of the human-powered vehicle 10 is equal to or less than the second acceleration AC2. The acceleration AC of the human-powered vehicle 10 is calculated by differentiating the vehicle speed V, for example.

For example, if the third rotational speed MA exceeds the second estimated value G2, the control unit 72 suspends the maintenance of the third rotational speed MA, and controls the motor 24 so that the rotational speed M of the motor 24 does not exceed the second estimated value. G2.

In the present embodiment, by changing the rotation speed M of the motor 24 in accordance with the estimated value G of the running state of the human-powered vehicle 10, the control unit 72 can perform control according to regulations. When the estimated value G changes, the control unit 72 can suppress the rider's riding feeling caused by the fluctuation of the rotational speed M of the motor 24, such as jerky feeling, by keeping the rotational speed M of the motor 24 unchanged. decline.

Referring to FIG. 8 , the process of executing the shift control by the control unit 72 will be described. For example, when power is supplied to the control unit 72 , the control unit 72 starts processing and proceeds to step S71 of the flowchart shown in FIG. 8 . When the flowchart of FIG. 8 ends, the control unit 72 repeats the processing from step S71 after a predetermined cycle, for example, until the supply of electric power is stopped.

In step S71, the control unit 72 judges whether or not the first condition is satisfied. The control unit 72 proceeds to step S72 when the first condition is satisfied. The control unit 72 terminates the processing when the first condition is not satisfied.

In step S72, the control unit 72 determines whether or not there is a shift instruction. The control unit 72 proceeds to step S73 if there is a shift instruction. The control unit 72 terminates the process when there is no shift instruction.

In step S73, the control unit 72 starts driving the motor 24 so as to control the rotational speed M of the motor 24 in accordance with the estimated value G, and proceeds to step S74. For example, when the estimated value G is the first estimated value G1, the control unit 72 starts driving the motor 24 so that the rotational speed M of the motor 24 becomes the third rotational speed MA. For example, when the estimated value G is not the first estimated value G1, the control unit 72 starts driving the motor 24 so that the rotational speed M of the motor 24 becomes the third rotational speed MA. When the estimated value G is not the first estimated value G1, the estimated value G may be the second estimated value G2.

In step S74, the control unit 72 determines whether or not the estimated value G has changed from the first estimated value G1 to the second estimated value G2. The control unit 72 proceeds to step S75 when the estimated value G changes from the first estimated value G1 to the second estimated value G2. The control unit 72 proceeds to step S76 when the estimated value G has not changed from the first estimated value G1 to the second estimated value G2.

In step S75, the control unit 72 does not change the rotation speed M of the motor 24 toward the fourth rotation speed MB, but maintains the third rotation speed MA, and proceeds to step S77.

The control part 72 controls the derailleur 22 in step S77, and moves to step S78.

In step S78, the control unit 72 judges whether or not the shift has been completed. For example, the control unit 72 determines that the shift has been completed when the period after the control of the derailleur 22 is started is longer than a predetermined period. The control unit 72 may determine whether or not the shift has been completed based on the output of the position sensor detecting the position of the derailleur 22 . The control unit 72 proceeds to step S79 if the shift has been completed. The control unit 72 repeats the process of step S78 until the speed change is completed if the speed change has not been completed.

In step S79, the control unit 72 ends the shift control and ends the process. For example, the control unit 72 stops the drive of the motor 24 in step S79.

The control unit 72 controls the derailleur 22 in step S76, and the process proceeds to step S80.

In step S80, the control unit 72 judges whether or not the shift has been completed. For example, the control unit 72 determines that the shift has been completed when the period after the control of the derailleur 22 is started is longer than a predetermined period. The control unit 72 may determine whether or not the shift has been completed based on the output of the position sensor detecting the position of the derailleur 22 . The control unit 72 proceeds to step S81 if the speed change has been completed. The control unit 72 repeats the process of step S80 until the speed change is completed if the speed change has not been completed.

In step S81, the control unit 72 ends the shift control and ends the process. For example, the control unit 72 stops the drive of the motor 24 in step S81.

<Fifth Embodiment> Referring to FIG. 9 , a control device 70 according to a fifth embodiment will be described. The control device 70 of the fifth embodiment is the same as the control device 70 of the first embodiment except that the control unit 72 executes the processing of the flowchart of FIG. 9 instead of the processing of the flowchart of FIG. 5 . In the control device 70 of the fifth embodiment, the same reference numerals as those of the first embodiment are assigned to the same configurations as those of the first embodiment, and overlapping descriptions are omitted.

In the present embodiment, the control unit 72 receives the first shift instruction and starts the shift control, and receives the second shift instruction different from the first shift instruction before the operation of the transmission body 20 by the derailleur 22 is completed. In the case of a shift instruction, the shift control is executed based on the second shift instruction. For example, the control unit 72 determines that the first shift instruction has been received when there is a shift instruction while the change of the shift stage corresponding to the previous shift instruction has been completed. For example, the control unit 72 determines that the second shift instruction has been received when the first shift instruction is received and there is a next shift instruction before the change of the shift stage corresponding to the first shift instruction is completed.

For example, the control unit 72 controls the rotation speed M of the motor 24 according to the content of the first shift instruction. For example, the control unit 72 controls the rotational speed M of the motor 24 corresponding to the gear ratio R changed by the first gear shift instruction. For example, the control unit 72 is to control the motor 24 so that: the rotation speed M of the motor 24 when receiving the first gear change instruction for changing the gear ratio R from the first gear ratio to the second gear ratio; The rotation speed M of the motor 24 in the case of the first gear change instruction for changing the gear ratio R from the second gear ratio to the third gear ratio is different.

In the present embodiment, since the shift control is executed to reflect the new shift instruction, it is possible to suppress a decrease in the ride quality of the rider due to the stepwise shift operation.

Referring to FIG. 9 , the process of executing the shift control by the control unit 72 will be described. For example, when power is supplied to the control unit 72 , the control unit 72 starts processing and proceeds to step S91 of the flowchart shown in FIG. 9 . When the flowchart of FIG. 9 ends, the control unit 72 repeats the processing from step S91 after a predetermined period, for example, until the supply of electric power is stopped.

In step S91, the control unit 72 judges whether or not the first condition is satisfied. The control unit 72 proceeds to step S92 when the first condition is satisfied. The control unit 72 terminates the processing when the first condition is not satisfied.

In step S92, the control unit 72 determines whether or not there is a first shift instruction. The control unit 72 proceeds to step S93 if there is a first shift instruction. The control unit 72 terminates the process when there is no instruction for the first shift.

The control unit 72 starts the drive of the motor 24 based on the first shift instruction in step S93, and proceeds to step S94.

In step S94, the control unit 72 determines whether or not there is a second shift instruction. The control unit 72 proceeds to step S95 if there is a second shift instruction. The control unit 72 proceeds to step S96 if there is no second shift instruction.

The control unit 72 starts the drive of the motor 24 based on the second shift instruction in step S95, and proceeds to step S97.

The control part 72 controls the derailleur 22 in step S97, and moves to step S98.

In step S98, the control unit 72 judges whether or not the shift has been completed. For example, the control unit 72 determines that the shift has been completed when the period after the control of the derailleur 22 is started is longer than a predetermined period. The control unit 72 may determine whether or not the shift has been completed based on the output of the position sensor detecting the position of the derailleur 22 . The control unit 72 proceeds to step S99 if the speed change has been completed. The control unit 72 repeats the process of step S98 until the speed change is completed if the speed change has not been completed.

In step S99, the control unit 72 ends the shift control and ends the process. For example, the control unit 72 stops the drive of the motor 24 in step S99.

The control part 72 controls the derailleur 22 in step S96, and moves to step S100.

In step S100, the control unit 72 determines whether or not the shift has been completed. For example, the control unit 72 determines that the shift has been completed when the period after the control of the derailleur 22 is started is longer than a predetermined period. The control unit 72 may determine whether or not the shift has been completed based on the output of the position sensor detecting the position of the derailleur 22 . The control unit 72 proceeds to step S101 if the speed change has been completed. The control unit 72 repeats the process of step S100 until the speed change is completed if the speed change has not been completed.

In step S101, the control unit 72 ends the shift control and ends the processing. For example, the control unit 72 stops the drive of the motor 24 in step S101.

<Sixth embodiment> Referring to FIG. 10 and FIG. 11 , a control device 70 according to a sixth embodiment will be described. The control device 70 of the sixth embodiment further includes the vibration detection unit 88 shown in FIG. The control device 70 of the first embodiment is the same. In the control device 70 according to the sixth embodiment, the same reference numerals as those in the first embodiment are assigned to the same configurations as those in the first embodiment, and overlapping descriptions will be omitted.

The control unit 72 starts the drive of the motor 24 in the shift control and executes the shift control when the first condition is satisfied and there is a shift instruction, and when the third condition is satisfied. The case where the third condition is satisfied is at least one of the case where the first period has elapsed and the case where the vibration of the human-powered vehicle 10 is equal to or less than the first vibration frequency. The case where the first period has passed includes, for example, the case where the fourth time has passed. The fourth time is, for example, from 1 second to 5 seconds. The fourth time is, for example, not less than 2 seconds and not more than 3 seconds. The first period is, for example, a period including the period from when the gear shift instruction is received to when the wheel 16 rotates one to five times. The first period may include a period from when the shift instruction is received to when the crankshaft 12 rotates three to five times. For example, the number of revolutions of the crankshaft 12 is calculated based on the estimated value of the rotational speed C of the crankshaft 12 .

As shown in FIG. 10 , the control device 70 further includes a vibration detection unit 88 . The vibration detection unit 88 includes, for example, a vibration sensor that detects vibration from the road surface based on the acceleration AC of the human-powered vehicle 10 . The vibration sensor includes an acceleration sensor. The vibration detection unit 88 is, for example, a tilt detection unit that detects the tilt angle of the human-powered vehicle 10 . The inclination detection unit includes, for example, at least one of an inclination sensor and a GPS (Global Positioning System, Global Positioning System) receiver. The tilt sensor includes, for example, at least one of a rotation sensor and an acceleration sensor. When the inclination detection unit includes a GPS receiver, map information including information on the road gradient is stored in the memory unit 74 in advance, and the control unit 72 uses the current road gradient of the human-powered vehicle 10 as the pitch. The angle is obtained.

When the vibration of the human-powered vehicle 10 is equal to or less than the first vibration frequency, the absolute value of the acceleration in the vertical direction of the human-powered vehicle 10 including the vibration from the road surface is 3G or less. When the vibration of the human-powered vehicle 10 is less than or equal to the first vibration frequency, the absolute value of at least one of the roll angle, yaw angle, and pitch angle of the human-powered vehicle 10 is 30° or less for a predetermined period of time. . The predetermined time is, for example, 0.1 second.

In the present embodiment, for example, when the rider is walking on a bad road without stepping on the pedal 34 and the transmission body 20 may have a problem if the speed change control is performed immediately, the control unit 72 does not immediately perform the speed change control. That is, since the speed change control can be delayed, it is possible to suppress the problem of immediately performing the speed change control.

Referring to FIG. 11 , the processing of the shift control by the control unit 72 will be described. For example, when power is supplied to the control unit 72 , the control unit 72 starts processing and proceeds to step S161 of the flowchart shown in FIG. 11 . When the flowchart in FIG. 11 ends, the control unit 72 repeats the processing from step S161 after a predetermined cycle, for example, until the supply of electric power is stopped.

In step S161, the control unit 72 judges whether or not the first condition is satisfied. The control unit 72 proceeds to step S162 when the first condition is satisfied. The control unit 72 terminates the processing when the first condition is not satisfied.

In step S162, the control unit 72 determines whether or not there is a shift instruction. The control unit 72 proceeds to step S163 if there is a shift instruction. The control unit 72 terminates the process when there is no shift instruction.

In step S163, the control unit 72 judges whether or not the third condition is satisfied. The control unit 72 proceeds to step S164 when the third condition is satisfied. The control unit 72 terminates the processing when the third condition is not satisfied.

The control unit 72 starts driving the motor 24 in step S164, and proceeds to step S165.

The control part 72 controls the derailleur 22 in step S165, and moves to step S166.

In step S166, the control unit 72 determines whether or not the shift has been completed. For example, the control unit 72 determines that the shift has been completed when the period after the control of the derailleur 22 is started is longer than a predetermined period. The control unit 72 may determine whether or not the shift has been completed based on the output of the position sensor detecting the position of the derailleur 22 . The control unit 72 proceeds to step S167 if the speed change has been completed. The control unit 72 repeats the process of step S166 until the speed change is completed if the speed change has not been completed.

In step S167, the control unit 72 ends the shift control and ends the process. For example, the control unit 72 stops the drive of the motor 24 in step S167.

＜Modifications＞ The descriptions of the respective embodiments are merely examples of possible forms of the control device for human-powered vehicles according to the present invention, and are not intended to limit the forms. The control device for a human-powered vehicle according to the present invention may be, for example, a modified example of each embodiment shown below and a combination of at least two modified examples that do not contradict each other. In the following modified examples, the same reference numerals as those in the embodiment are assigned to the parts that are in common with the embodiment, and description thereof will be omitted.

- The control unit 72 may shift the control state from the first control state to the second control state when an impact is applied to the human-powered vehicle 10 in the first control state. For example, the control unit 72 shifts the control state from the first control state to the second control state in response to the impact applied to the suspension device 46 . The control unit 72 may shift the control state from the second control state to the first control state when the third time has elapsed in the second control state. As shown in FIG. 12 , in this modified example, the human-powered vehicle 10 further includes a suspension device 46 . The suspension device 46 is, for example, the front fork 38 provided on the human-powered vehicle 10 . The suspension device 46 operates to reduce the impact received by the front wheels 16F from the ground. The control device 70 further includes an impact detection unit 86 . The impact detection unit 86 can detect an impact applied to the suspension device 46 . Referring to FIG. 13 , the process of shifting the control state of the motor 24 by the control unit 72 will be described. For example, when power is supplied to the control unit 72 , the control unit 72 starts processing and proceeds to step S131 of the flowchart shown in FIG. 13 . When the flowchart in FIG. 13 ends, the control unit 72 repeats the processing from step S131 after a predetermined cycle, for example, until the supply of electric power is stopped. In step S131, the control unit 72 judges whether or not the first condition is satisfied. The control unit 72 proceeds to step S132 when the first condition is satisfied. The control unit 72 terminates the processing when the first condition is not satisfied. In step S132, the control unit 72 determines whether or not there is a shift instruction. The control unit 72 proceeds to step S133 if there is a shift instruction. The control unit 72 terminates the process when there is no shift instruction. The control unit 72 starts driving the motor 24 in the first control state in step S133, and proceeds to step S134. In step S134, the control unit 72 determines whether or not an impact has been applied to the suspension device 46. The control unit 72 proceeds to step S135 when the shock is applied to the suspension device 46 . When the impact is not applied to the suspension device 46, the control unit 72 proceeds to step S136. The control unit 72 changes the control state to the second control state in step S135, and then moves to step S137. In step S137, the control unit 72 determines whether or not the drive stop condition of the motor 24 is satisfied. The control unit 72 proceeds to step S138 when the condition for stopping the drive of the motor 24 is satisfied. If the condition for stopping the drive of the motor 24 is not satisfied, the control unit 72 proceeds to step S134 and executes the process of step S134. In step S138, the control unit 72 ends the shift control and ends the processing. The control unit 72 controls the derailleur 22 in step S136 and proceeds to step S139. In step S139, the control unit 72 determines whether or not the shift has been completed. The control unit 72 proceeds to step S140 if the speed change has been completed. The control unit 72 repeats the process of step S139 until the speed change is completed if the speed change has not been completed. In step S140, the control unit 72 ends the shift control and ends the processing.

‧The control unit 72 is to drive the conveying body 20 by the motor 24 by satisfying the first condition, and when the number of shifting stages is changed by two or more stages, the motor 24 is controlled so that the motor 24 in the first control state The rotational speed M may be maintained within a predetermined range. The number of shifting steps is changed by two or more, for example, when the vehicle speed V is equal to or higher than a predetermined vehicle speed. The case where the number of shifting stages is changed by two or more is, for example, the case where the acceleration AC of the human-powered vehicle 10 is greater than or equal to a predetermined acceleration. The case where the number of shifting steps is changed by two or more is, for example, the case where the deceleration of the human-powered vehicle 10 is greater than or equal to a predetermined deceleration. The case where the number of shift steps is changed by two or more is, for example, the case where the estimated value G is equal to or greater than a predetermined estimated value. Referring to FIG. 14 , the process of shifting the control state of the motor 24 by the control unit 72 will be described. For example, when power is supplied to the control unit 72 , the control unit 72 starts processing and proceeds to step S151 of the flowchart shown in FIG. 14 . When the flowchart of FIG. 14 ends, the control unit 72 repeats the processing from step S151 after a predetermined cycle, for example, until the supply of electric power is stopped. In step S151, the control unit 72 judges whether or not the first condition is satisfied. The control unit 72 proceeds to step S152 when the first condition is satisfied. The control unit 72 terminates the processing when the first condition is not satisfied. In step S152, the control unit 72 determines whether or not there is a shift instruction. The control unit 72 proceeds to step S153 if there is a shift instruction. The control unit 72 terminates the process when there is no shift instruction. The control unit 72 starts driving the motor 24 in the first control state in step S153, and proceeds to step S154. In step S154, the control unit 72 judges whether or not the number of shift steps has been changed by two or more steps. The control unit 72 proceeds to step S155 when the number of shift steps is changed by two or more steps. The control unit 72 proceeds to step S156 if the number of shift steps has not been changed by two or more. In step S155, the control unit 72 controls the motor 24 so that the rotational speed M of the motor 24 is maintained within a predetermined range, and then proceeds to step S156. The control unit 72 controls the derailleur 22 in step S156, and proceeds to step S157. In step S157, the control unit 72 determines whether or not the shift has been completed. The control unit 72 proceeds to step S158 if the speed change has been completed. The control unit 72 repeats the process of step S157 until the speed change is completed if the speed change has not been completed. In step S158, the control unit 72 ends the shift control and ends the processing.

The expression "at least one" used in this specification means "more than one" among the options listed. In one example, the expression "at least one" used in this specification means "select only one of them" or "select both" if the number of selectable items is only two. For other examples, the expression "at least one" used in this specification means "select only one of them" or "arbitrary combination of two or more" if the number of selection items is three or more.

10:Human-driven car 12: Crankshaft 14: The first rotating body 16: Wheel 16F: Front wheel 16R: rear wheel 18: The second rotating body 20: Conveyor 22: derailleur 24: motor 26: crank arm 26A: 1st crank arm 26B: 2nd crank arm 28: crank 30: car body 32: frame 34: Pedal 34A: 1st pedal 34B: 2nd pedal 36: Driving mechanism 38: front fork 40: Faucet 42: Handlebar 44: Operating device 44A: The first operation department 44B: The second operation department 46: Suspension device 48: Drive unit 50: Electric actuator 52: battery 54: shell 56: reducer 58: The third one-way clutch 60: output part 62: Power transmission system 64: The first one-way clutch 66: The second one-way clutch 70: Control device 72: Control Department 74: memory department 76: Drive circuit 78: Vehicle speed sensor 80: Crank rotation sensor 82:Human driving force detection department 84: Motor load detection unit 86: Impact detection unit 88: Vibration detection unit

[ Fig. 1 ] A side view of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment. [ Fig. 2 ] A sectional view of a drive unit included in the human-powered vehicle of Fig. 1 . [ Fig. 3 ] A schematic diagram of a power transmission path of the power transmission system of the human-powered vehicle in Fig. 1 . [ Fig. 4 ] A block diagram showing the electric power structure of the human-powered vehicle, including the control device for the human-powered vehicle according to the first embodiment. [ Fig. 5] Fig. 5 is a flow chart of the process of changing the control state executed by the control unit in Fig. 4 . [ Fig. 6] Fig. 6 is a flow chart of processing performed by the control unit of the second embodiment of the shift control. [ Fig. 7] Fig. 7 is a flow chart of processing performed by the control unit of the third embodiment for shift control. [ Fig. 8] Fig. 8 is a flow chart of processing performed by the control unit of the fourth embodiment of the present invention. [ Fig. 9] Fig. 9 is a flow chart of processing performed by the control unit of the fifth embodiment in which gear shift control is performed. [ Fig. 10 ] A block diagram showing a configuration of electric power of a human-powered vehicle, including a control device for a human-powered vehicle according to a sixth embodiment. [ Fig. 11] Fig. 11 is a flow chart of processing performed by the control unit of the sixth embodiment in which gear shift control is performed. [ Fig. 12 ] A block diagram showing the electric power structure of a human-powered vehicle, including a control device for a human-powered vehicle according to a first modified example. [ Fig. 13 ] A flow chart of the process of shift control executed by the control unit in Fig. 12 . [ Fig. 14 ] A flow chart of processing performed by a control unit according to a second modification.

10:Human-driven car

24: motor

44: Operating device

44A: The first operation department

44B: The second operation department

48: Drive unit

50: Electric actuator

52: battery

70: Control device

72: Control Department

74: memory department

76: Drive circuit

78: Vehicle speed sensor

80: Crank rotation sensor

82:Human driving force detection department

84: Motor load detection unit

Claims (21)

A control device is a control device for a human-driven vehicle, The aforementioned human-powered vehicle includes: a crankshaft into which human driving force is input, a first rotating body connected to the crankshaft, and wheels, a second rotating body connected to the aforementioned wheels, and a second rotating body engaged with the aforementioned first rotating body. The rotating body and the second rotating body, a transmission body for transmitting driving force between the first rotating body and the second rotating body, and a gear ratio for changing the rotational speed of the wheel to the rotational speed of the crankshaft The derailleur for operating the transmission body and the motor for driving the transmission body are modified, The aforementioned control device includes a control unit capable of performing speed change control, and if the first condition related to pedaling is satisfied, the aforementioned motor is controlled to drive the aforementioned transmitter, and the aforementioned derailleur is controlled to operate the aforementioned transmitter to change the aforementioned gear. gear ratio, The case where the first condition is satisfied is at least one of: the case where the human driving force is equal to or lower than the first driving force, the case where the rotational speed of the crankshaft is equal to or less than the first rotational speed, and the case where the aforementioned crankshaft is oscillating. , The control states of the control unit include: a first control state and a second control state in which the operation of the motor is restricted compared with the first control state, In the shift control, the motor is controlled in at least one of the first control state and the second control state before the operation of the transmission body by the derailleur is completed, The control state is shifted in the order of the first control state, the second control state, and the first control state. The control device of claim 1, wherein, The control unit shifts the control state from the second control state to the first control state when a first time has elapsed after the control state has been shifted to the second control state. The control device of claim 1 or 2, wherein, The control unit shifts the control state from the second control state to the first control state when a state in which a load greater than a predetermined load is not applied to the motor continues for a second time in the second control state. control status. The control device of claim 1, wherein, The aforementioned control unit is When the load of the motor is detected in the first control state, the control state is shifted from the first control state to the second control state, In the second control state, when the load of the motor detected in the first control state is less than a predetermined load, the control state is shifted to the first control state, In the second control state, when the load of the motor detected in the first control state is equal to or greater than the predetermined load, the control state is maintained in the second control state. The control device of claim 3, wherein, The human-powered vehicle further includes a motor load detection unit capable of detecting the load of the motor. The control device of claim 1, wherein, When the control unit shifts the control state to the first control state by satisfying the first condition, the control unit shifts the control state from the first control state to the second control state if the second condition is satisfied. control state, The situation that satisfies the aforementioned second condition is: the aforementioned human driving force is greater than the second driving force, the rotational speed of the aforementioned crankshaft is greater than the second rotational velocity, and the aforementioned crankshaft rotates at the first At least one of the cases where the rotation angle is larger than that. The control device according to any one of claims 1, 2, and 4, wherein, The control unit shifts the control state from the first control state to the second control state when an impact is applied to the human-powered vehicle in the first control state. The control device of claim 7, wherein, The control unit shifts the control state from the second control state to the first control state when a third time has elapsed in the second control state. The control device of claim 7, wherein, The aforementioned human-driven vehicle further comprises a suspension device, The control unit shifts the control state from the first control state to the second control state in response to an impact applied to the suspension device. The control device according to any one of claims 1, 2, and 4, wherein, The control unit stops driving of the motor in the second control state. The control device according to any one of claims 1, 2, and 4, wherein, The control section controls the motor so that the motor in the first control state is driven by the motor when the first condition is satisfied, and the number of shifting stages is changed by two or more stages. The rotation speed is maintained within the specified range. A control device is a control device for a human-driven vehicle, The aforementioned human-powered vehicle includes: a crankshaft into which human driving force is input, a first rotating body connected to the crankshaft, and wheels, a second rotating body connected to the aforementioned wheels, and a second rotating body engaged with the aforementioned first rotating body. The rotating body and the second rotating body, a transmission body for transmitting driving force between the first rotating body and the second rotating body, and a gear ratio for changing the rotational speed of the wheel to the rotational speed of the crankshaft The derailleur for operating the transmission body and the motor for driving the transmission body are modified, The aforementioned control device includes a control unit capable of performing speed change control, and if the first condition related to pedaling is satisfied, the aforementioned motor is controlled to drive the aforementioned transmitter, and the aforementioned derailleur is controlled to operate the aforementioned transmitter to change the aforementioned gear. gear ratio, The case where the first condition is satisfied is at least one of: the case where the human driving force is equal to or lower than the first driving force, the case where the rotational speed of the crankshaft is equal to or less than the first rotational speed, and the case where the aforementioned crankshaft is oscillating. , When the first condition is satisfied, the control unit controls the motor so that the rotational speed of the motor in the shift control changes according to an estimated value related to the running state of the human-powered vehicle. The control device of claim 12, wherein, The control unit may control the rotation speed of the motor during the speed change control so that the motor does not exceed the estimated value when the first condition is satisfied. The control device according to claim 12 or 13, wherein, The aforementioned control unit is When the first condition is satisfied, in the shift control, if the estimated value is the first estimated value, the motor is driven so that the rotation speed of the motor becomes the third rotation speed, When the first condition is satisfied, in the shift control, if the estimated value is the second estimated value, the motor is driven so that the rotational speed of the motor becomes the fourth rotational speed, When the first condition is satisfied, in the shift control, after the motor is driven so that the rotational speed of the motor becomes the third rotational speed in accordance with the first estimated value, the transmission by the derailleur is Before the operation of the body is completed, when the estimated value changes from the first estimated value to the second estimated value, the rotation speed of the motor is not changed to the fourth rotation speed, but by driving the motor The state of the third rotation speed is maintained, and the operation of the transmission body by the derailleur is completed. The control device of claim 14, wherein, The estimated value changes from the first estimated value to the second estimated value, and includes a case where the acceleration of the human-powered vehicle is greater than or equal to the first acceleration. The control device of claim 14, wherein, The estimated value changes from the first estimated value to the second estimated value, and includes a case where the acceleration of the human-powered vehicle is equal to or less than the second acceleration. The control device of claim 14, wherein, The control unit stops maintaining the third rotational speed when the third rotational speed exceeds the second estimated value, and controls the motor so that the rotational speed of the motor does not exceed the second estimated value. The control device according to claim 12 or 13, wherein, The estimated value is an estimated value of the rotational speed of the crankshaft. A control device is a control device for a human-driven vehicle, The aforementioned human-powered vehicle includes: a crankshaft into which human driving force is input, a first rotating body connected to the crankshaft, and wheels, a second rotating body connected to the aforementioned wheels, and a second rotating body engaged with the aforementioned first rotating body. The rotating body and the second rotating body, a transmission body for transmitting driving force between the first rotating body and the second rotating body, and a gear ratio for changing the rotational speed of the wheel to the rotational speed of the crankshaft The derailleur for operating the transmission body and the motor for driving the transmission body are modified, The aforementioned control device includes a control unit capable of performing speed change control, and if the first condition related to pedaling is satisfied, the aforementioned motor is controlled to drive the aforementioned transmitter, and the aforementioned derailleur is controlled to operate the aforementioned transmitter to change the aforementioned gear. gear ratio, The case where the first condition is satisfied is at least one of: the case where the human driving force is equal to or lower than the first driving force, the case where the rotational speed of the crankshaft is equal to or less than the first rotational speed, and the case where the aforementioned crankshaft is oscillating. , When the control unit receives the first shift instruction to start the shift control and receives the second shift instruction different from the first shift instruction before the operation of the transmission body by the derailleur is completed , execute the aforementioned shift control based on the aforementioned second shift instruction. The control device according to any one of claims 1, 2, 4, 12, 13, 19, wherein, When the aforementioned first condition is satisfied, the rotational speed of the aforementioned crankshaft is equal to or lower than the aforementioned first rotational speed, The aforementioned first rotational speed is substantially 0 rpm. A control device, which is a control device for a human-driven vehicle, The aforementioned human-powered vehicle includes: a crankshaft into which human driving force is input, a first rotating body connected to the crankshaft, and wheels, a second rotating body connected to the aforementioned wheels, and a second rotating body engaged with the aforementioned first rotating body. The rotating body and the second rotating body, a transmission body for transmitting driving force between the first rotating body and the second rotating body, and a gear ratio for changing the rotational speed of the wheel to the rotational speed of the crankshaft The derailleur for operating the transmission body and the motor for driving the transmission body are modified, The aforementioned control device includes a control unit capable of performing speed change control, and if the first condition related to pedaling is satisfied, the aforementioned motor is controlled to drive the aforementioned transmitter, and the aforementioned derailleur is controlled to operate the aforementioned transmitter to change the aforementioned gear. gear ratio, The case where the first condition is satisfied is at least one of: the case where the human driving force is equal to or lower than the first driving force, the case where the rotational speed of the crankshaft is equal to or less than the first rotational speed, and the case where the aforementioned crankshaft is oscillating. , The control unit starts driving the motor during the speed change control and executes the speed change control when the first condition is satisfied and there is a shift instruction, and when the third condition is satisfied, The case where the third condition is satisfied is at least one of the case where the first period has elapsed and the case where the vibration of the human-powered vehicle is equal to or less than the first vibration frequency.

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