JP2022048315A - Control device for human-power drive vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a human-power drive device capable of preferably controlling a motor.

SOLUTION: A control device for a human-power drive vehicle is used for a human-power drive vehicle. The human-power drive vehicle includes a first input portion and a second input portion which are respectively connected to a crank shaft and to which human-power driving force is applied, and a motor that assists the propulsion of the human-power drive vehicle while the crank shaft rotates in a first rotating direction. The control device for the human-power drive vehicle includes a control portion that changes a control state of the motor when one of the crank shaft of a first load applied to the first input portion and a second load applied to the second input portion, which applied to a second rotating direction is a predetermined value or more, and when it is less than the predetermined value.

SELECTED DRAWING: Figure 2

COPYRIGHT: (C)2022,JPO&INPIT

Description

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

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

Japanese Unexamined Patent Publication No. 10-59260

One of the objects of the present invention is to provide a control device for a human-powered vehicle capable of suitably controlling a motor.

The control device for a human-powered vehicle according to the first aspect of the present disclosure is a control device for a human-powered vehicle used for a human-powered vehicle, and the human-powered vehicle is connected to a crank shaft and is provided with a human-powered driving force. The control device for a human-powered vehicle includes a first input unit and a second input unit, and a motor that assists the propulsion of the human-powered vehicle, and the control device for the human-powered vehicle includes a first load applied to the first input unit and the second. A control unit that changes the control state of the motor according to the balance with the second load applied to the input unit is included.
According to the control device for a human-powered vehicle on the first side surface, the motor can be suitably controlled according to the balance between the first load and the second load.

In the control device for a human-powered vehicle on the second side according to the first side of the present disclosure, the control unit includes the first ratio of the first load to the second load, or the first load and the second load. The control state of the motor is changed according to the difference between the two.
According to the control device for a human-powered vehicle on the second side surface, the control state of the motor can be suitably changed according to the first ratio or the difference between the first load and the second load.

In the control device for a human-powered vehicle on the third side according to the second aspect of the present disclosure, the control unit controls the motor in the first control state when the state in which the first ratio is included in the first range is maintained. When controlled and the first ratio is not included in the first range, the motor is controlled in the second control state, and in the case of the first control state, the human-powered drive is performed as compared with the case of the second control state. At least one of the second ratio of the output of the motor to the force and the maximum value of the output of the motor is small.
According to the control device for a human-powered vehicle on the third side, if the state in which the first ratio is included in the first range is maintained, only the second ratio, only the maximum value of the motor output, or the second ratio and Both of the maximum output of the motor can be reduced.

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

In the control device for a human-powered vehicle according to the fifth aspect according to the fourth aspect of the present disclosure, the first range includes 1.
According to the control device for a human-powered vehicle on the fifth side, when the first ratio is in the first range including 1, only the second ratio, only the maximum value of the motor output, or the second ratio and the output of the motor Both of the maximum values can be reduced.

The control device for a human-powered vehicle according to the sixth aspect of the present disclosure is a control device for a human-powered vehicle used for a human-powered vehicle, and the human-powered vehicle is connected to a crank shaft and is provided with a human-powered driving force. The control device for a human-powered vehicle includes a first input unit and a second input unit, and a motor that assists the propulsion of the human-powered vehicle, and the control device for the human-powered vehicle is in a state of change in a first load applied to the first input unit. And a control unit that changes the control state of the motor according to the state of change of the second load applied to the second input unit.
According to the control device for a human-powered vehicle on the sixth side surface, the motor corresponds to the state of change of the first load applied to the first input unit and the state of change of the second load applied to the second input unit. Can be suitably controlled.

In the control device for a human-powered vehicle on the seventh side according to the sixth side of the present disclosure, when the first input unit and the second input unit are at positions other than top dead center and bottom dead center, the control unit is used. The control state of the motor is changed according to the state of change of the first load applied to the first input unit and the state of change of the second load applied to the second input unit.
According to the control device for a human-powered vehicle on the seventh side surface, when the first input unit and the second input unit are in positions other than the top dead center and the bottom dead center, the first load applied to the first input unit is applied. The motor can be suitably controlled according to the state of change and the state of change of the second load applied to the second input unit.

In the control device for a human-powered vehicle on the eighth side according to the sixth or seventh side surface of the present disclosure, the motor assists the propulsion of the human-powered vehicle in a state where the crank shaft is rotating in the first rotation direction. The control unit is configured as such, and after the one of the first load and the second load given in the first rotation direction increases, the first of the first load and the second load is said. When the other given in the second rotation direction opposite to the one rotation direction increases, the control state of the motor is changed.
According to the control device for the human-powered vehicle on the eighth side surface, one of the first load and the second load applied in the first rotation direction is increased, and then the second rotation of the first load and the second load is performed. The motor can be suitably controlled if the other given in the direction increases.

In the control device for a human-powered vehicle on the ninth side surface according to the eighth side surface of the present disclosure, when the control unit controls the motor in the second control state, of the first load and the second load. After the increase of the one given in the first rotation direction of the crank shaft, the other of the first load and the second load given in the second rotation direction of the crank shaft increases. The control state of the motor is changed from the second control state to the first control state, and in the case of the first control state, the human-powered driving force input to the human-powered vehicle is higher than in the case of the second control state. At least one of the second ratio of the output of the motor to and the maximum value of the output of the motor is small.
According to the control device for the human-powered vehicle on the ninth side surface, one of the first load and the second load applied in the first rotation direction increases, and then the second rotation of the first load and the second load. If the other given in the direction increases, only the second ratio, only the maximum value of the motor output, or both the second ratio and the maximum value of the motor output can be reduced.

The control device for a human-powered vehicle according to the tenth aspect of the present disclosure is a control device for a human-powered vehicle used for a human-powered vehicle, and the human-powered vehicle is connected to a crank shaft and is provided with a human-powered driving force. The control device for a human-powered vehicle includes a first input unit and a second input unit, and a motor that assists the propulsion of the human-powered vehicle while the crank shaft is rotating in the first rotation direction. Of the first load applied to the first input unit and the second load applied to the second input unit, one of the second loads applied in the second rotation direction of the crank shaft is equal to or more than a predetermined value, and the above-mentioned advance. It includes a control unit that changes the control state of the motor when the value is less than the specified value.
According to the control device for a human-powered vehicle on the tenth side surface, one of the first load and the second load applied in the second rotation direction of the crank shaft is equal to or more than a predetermined value and less than a predetermined value. In some cases, the motor can be suitably controlled.

In the control device for a human-powered vehicle on the eleventh side according to the tenth aspect of the present disclosure, the control unit is included in a first load applied to the first input unit and a second load applied to the second input unit. When one of the crank shafts given in the second rotation direction is equal to or higher than the predetermined value, the motor is controlled in the first control state, and the first load applied to the first input unit and the second input unit are applied. When one of the second loads applied to the crank shaft in the second rotation direction is less than the predetermined value, the motor is controlled in the second control state, and in the case of the first control state. At least one of the second ratio of the output of the motor to the human-powered driving force and the maximum value of the output of the motor is smaller than in the case of the second control state.
According to the control device for a human-powered vehicle on the eleventh side surface, if one of the first load and the second load given in the second rotation direction of the crank shaft is equal to or more than a predetermined value, only the second ratio of the motor Only the maximum output, or both the second ratio and the maximum output of the motor can be reduced.

In the control device for a human-powered vehicle on the twelfth side according to the tenth or eleventh side surface of the present disclosure, the predetermined value is 80 Newton or more.
According to the control device for a human-powered vehicle on the twelfth side surface, the motor can be suitably controlled by using a predetermined value of 80 Newton or more.

In the control device for a human-powered vehicle on the thirteenth side according to the tenth or eleventh side surface of the present disclosure, the predetermined value is 150 Newton or less.
According to the control device for a human-powered vehicle on the thirteenth side, the motor can be suitably controlled by using a predetermined value of 150 Newton or less.

In the control device for a human-powered vehicle on the 14th side surface according to any one of the third, ninth, and eleventh sides of the present disclosure, the control unit is when the rotation phase of the crank shaft is out of the fourth range. , It is prohibited to control the motor in the first control state.
According to the control device for a human-powered vehicle on the fourteenth side surface, when the rotation phase of the crank shaft is out of the fourth range, it is possible to suppress that at least one of the second ratio and the maximum value of the output of the motor becomes small.

In the control device for a human-powered vehicle on the fifteenth side according to the fourteenth side surface of the present disclosure, the first input unit and the second input unit are connected to the crank shaft in phases 180 degrees apart from each other in the rotation direction of the crank shaft. The fourth range includes the rotational phases of the crank shaft whose first input and second input are 90 degrees away from top dead center and bottom dead center, respectively.
According to the control device for a human-powered vehicle on the fifteenth side, the first input unit and the second input unit correspond to the fourth range including the rotation phase of the crank shaft 90 degrees away from the top dead center and the bottom dead center, respectively. The motor can be suitably controlled.

In the control device for a human-powered vehicle on the 16th side according to any one of the 3rd, 9th, 11th, 14th, and 15th sides of the present disclosure, the control unit has the rotational speed of the crank shaft. When the speed is higher than the predetermined speed, it is prohibited to control the motor in the first control state.
According to the control device for a human-powered vehicle on the 16th side surface, when the rotation speed of the crank shaft is equal to or higher than a predetermined speed, it is possible to prevent at least one of the second ratio and the maximum value of the motor output from becoming smaller.

In the control device for a human-powered vehicle on the 17th side according to any one of the 1st to 16th sides of the present disclosure, the first input unit and the second input unit include a crank arm, respectively.
According to the control device for a human-powered vehicle on the 17th side surface, the motor can be suitably controlled according to the first load and the second load applied to the crank arm.

In the control device for a human-powered vehicle on the 18th side according to any one of the 1st to 17th sides of the present disclosure, the first input unit and the second input unit each include a pedal.
According to the control device for a human-powered vehicle on the eighteenth side, the motor can be suitably controlled according to the first load and the second load applied to the pedal.

In the control device for a human-powered vehicle on the 19th side according to the 17th side of the present disclosure, the detection unit for detecting the first load and the second load is further included, and the detection unit is provided on the crank arm.
According to the control device for a human-powered vehicle on the 19th side surface, the first load and the second load applied to the crank arm by the detection unit can be suitably detected.

In the control device for a human-powered vehicle on the 20th side according to the 18th side of the present disclosure, the detection unit for detecting the first load and the second load is further included, and the detection unit is provided on the pedal.
According to the control device for a human-powered vehicle on the 20th side surface, the first load and the second load applied to the pedal by the detection unit can be suitably detected.

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

A side view of a human-powered vehicle including a control device for a human-powered vehicle according to the first embodiment. The block diagram which shows the electric structure of the control device for a human-powered vehicle of 1st Embodiment. The flowchart of the process of switching the control state of a motor executed by the control unit of FIG. The flowchart of the process of changing from the 2nd control state to the 1st control state executed by the control unit of 2nd Embodiment. The flowchart of the process of changing from the 1st control state to the 2nd control state executed by the control unit of 2nd Embodiment. The flowchart of the process of switching the control state of a motor executed by the control unit of FIG.

(First Embodiment)
The control device 50 for a human-powered vehicle according to the first embodiment will be described with reference to FIGS. 1 to 3. Hereinafter, the control device 50 for a human-powered vehicle will be simply referred to as a control device 50. The control device 50 is provided in the human-powered vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven by at least a human-powered driving force H. The human-powered vehicle 10 is not limited in the number of wheels, and includes, for example, a one-wheeled vehicle and a vehicle having three or more wheels. The human-powered vehicle 10 includes various types of bicycles such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bikes. Bicycles include electric bicycles (E-bikes) that are driven by an electric motor. Electric bicycles include electrically assisted bicycles that assist the propulsion of the vehicle by electric motors. Electric bicycles include electrically assisted bicycles whose propulsion is assisted by an electric motor. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as a bicycle having two wheels.

The control device 50 for a human-powered vehicle is used for the human-powered vehicle 10. The human-powered vehicle 10 includes a first input unit 14 and a second input unit 16 connected to a crank shaft 12 and to which a human-powered driving force H is applied, and a motor 18 that assists the propulsion of the human-powered vehicle 10. The first input unit 14 and the second input unit 16 include a crank arm 20, respectively. The human-powered vehicle 10 includes a crank 22. The crank shaft 12, the crank arm 20 of the first input unit 14, and the crank arm 20 of the second input unit 16 are included in the crank 22. Preferably, the first input unit 14 and the second input unit 16 include a pedal 24, respectively. The human-powered vehicle 10 further includes a drive wheel 26 and a frame 28. A human-powered driving force H is input to the crank 22. The crank shaft 12 is rotatable with respect to the frame 28. The crank arm 20 is provided at each axial end of the crank shaft 12. A pair of pedals 24 are connected to each crank arm 20. The drive wheel 26 is driven by the rotation of the crank 22. The drive wheels 26 are supported by the frame 28. The crank 22 and the drive wheel 26 are connected by a drive mechanism 30. The drive mechanism 30 includes a first rotating body 32 coupled to the crank shaft 12. The crank shaft 12 and the first rotating body 32 may be coupled via a first one-way clutch. The first one-way clutch is configured so that the first rotating body 32 is rotated forward when the crank 22 is rotated forward, and the first rotating body 32 is not rotated backward when the crank 22 is rotated backward. The first rotating body 32 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 30 further includes a second rotating body 34 and a connecting member 36. The connecting member 36 transmits the rotational force of the first rotating body 32 to the second rotating body 34. The connecting member 36 includes, for example, a chain, a belt, or a shaft.

The second rotating body 34 is connected to the drive wheel 26. The second rotating body 34 includes a sprocket, a pulley, or a bevel gear. It is preferable that a second one-way clutch is provided between the second rotating body 34 and the drive wheel 26. The second one-way clutch is configured so that the drive wheels 26 are rotated forward when the second rotating body 34 is rotated forward, and the drive wheels 26 are not rotated backward when the second rotating body 34 is rotated backward. .. The control device 50 for a human-powered vehicle may include a transmission 42 used to change the rotation speed of the drive wheels 26 with respect to the rotation speed of the crank shaft 12. The transmission 42 includes, for example, at least one of a front derailleur, a rear derailleur and an internal derailleur. The transmission 42 may include front derailleur only, rear derailleur only, internal derailleur only, or any combination of front derailleur, rear derailleur and internal derailleur. In this embodiment, at least one of the first rotating body 32 and the second rotating body 34 includes a plurality of sprockets. Only the first rotating body 32, only the second rotating body 34, or both the first rotating body 32 and the second rotating body 34 may include a plurality of sprockets. In the present embodiment, the first rotating body 32 includes one sprocket, and the second rotating body 34 includes a plurality of sprockets. The derailleur includes a front derailleur when the first rotating body 32 includes a plurality of front sprockets, and includes a rear derailleur when the second rotating body 34 includes a plurality of front sprockets. When the transmission 42 includes an internal transmission, the internal transmission is provided, for example, on the hub of the drive wheels 26.

The human-powered vehicle 10 includes front wheels and rear wheels. A front wheel is attached to the frame 28 via a front fork 28A. A handlebar 28C is connected to the front fork 28A via a stem 28B. In the following embodiments, the rear wheels will be described as the drive wheels 26, but the front wheels may be the drive wheels 26.

The human-powered vehicle 10 further includes a battery 38. The battery 38 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 38 is provided in the human-powered vehicle 10 and supplies electric power to other electrical components electrically connected to the battery 38, such as the motor 18 and the control device 50. The battery 38 is connected to the control unit 52 of the control device 50 so as to be able to communicate with each other by wire or wirelessly. The battery 38 can communicate with the control unit 52, for example, by power line communication (PLC). The battery 38 may be attached to the outside of the frame 28, or at least a part thereof may be housed inside the frame 28.

The human-powered vehicle 10 further includes a drive circuit 40 of the motor 18. The motor 18 and the drive circuit 40 are preferably provided in the same housing. The drive circuit 40 controls the electric power supplied from the battery 38 to the motor 18. The drive circuit 40 is connected to the control unit 52 so as to be able to communicate with the control unit 52 by wire or wirelessly. The drive circuit 40 can communicate with the control unit 52, for example, by serial communication. The drive circuit 40 drives the motor 18 in response to a control signal from the control unit 52. The motor 18 assists the propulsion of the human-powered vehicle 10. The motor 18 includes an electric motor. The motor 18 is provided so as to transmit rotation to the power transmission path of the human-powered driving force H from the pedal 24 to the rear wheels or to the front wheels. The motor 18 is provided on at least one of the frame 28, the rear wheels, and the front wheels of the human-powered vehicle 10. The motor 18 may be provided only on the frame 28 of the human-powered vehicle 10, only on the rear wheels, only on the front wheels, or in any combination of the frame 28, the rear wheels and the front wheels. In one example, the motor 18 is coupled to a power transmission path from the crank shaft 12 to the first rotating body 32. In the power transmission path between the motor 18 and the crank shaft 12, a third one way is provided so that the motor 18 does not rotate due to the rotational force of the crank 22 when the crank shaft 12 is rotated in the direction in which the human-powered vehicle 10 advances. It is preferable that a clutch is provided. The housing in which the motor 18 and the drive circuit 40 are provided may be provided with a configuration other than the motor 18 and the drive circuit 40, and may be provided with, for example, a speed reducer that decelerates and outputs the rotation of the motor 18.

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

The control device 50 further includes a crank rotation sensor 56, a vehicle speed sensor 58, and a torque sensor 60.
The crank rotation sensor 56 is used to detect the rotation speed N of the crank shaft 12 of the human-powered vehicle 10. The crank rotation sensor 56 is attached to, for example, a housing provided with a frame 28 or a motor 18 of a human-powered vehicle 10. The crank rotation sensor 56 includes a magnetic sensor that outputs a signal according to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided in the crank shaft 12 or the power transmission path between the crank shaft 12 and the first rotating body 32. The crank rotation sensor 56 is connected to the control unit 52 so as to be able to communicate with each other by wire or wirelessly. The crank rotation sensor 56 outputs a signal corresponding to the rotation speed N of the crank shaft 12 to the control unit 52. The crank rotation sensor 56 may be provided on a member that rotates integrally with the crank shaft 12 in the power transmission path of the human-powered driving force H from the crank shaft 12 to the first rotating body 32. For example, the crank rotation sensor 56 may be provided on the first rotating body 32 when the first one-way clutch is not provided between the crank shaft 12 and the first rotating body 32. The crank rotation sensor 56 may be used to detect the vehicle speed V of the human-powered vehicle 10. In this case, the control unit 52 calculates the rotation speed of the drive wheels 26 according to the rotation speed N of the crank shaft 12 detected by the crank rotation sensor 56 and the gear ratio, and the vehicle speed V of the human-powered vehicle 10. Is detected. Information regarding the gear ratio is stored in advance in the storage unit 54.

When the human-powered vehicle 10 is provided with a transmission 42 for changing the gear ratio, the control unit 52 calculates the gear ratio according to the vehicle speed V of the human-powered vehicle 10 and the rotation speed N of the crank shaft 12. You may. In this case, information regarding the circumference of the drive wheels 26, the diameter of the drive wheels 26, or the radius of the drive wheels 26 is stored in advance in the storage unit 54. The control device 50 may include a speed change sensor. The shift sensor is provided, for example, in the transmission 42. The shift sensor detects the current shift stage of the transmission 42. The shift sensor is electrically connected to the control unit 52. The relationship between the shift stage and the shift ratio is stored in advance in the storage unit 54. The control unit 52 can detect the current gear ratio from the detection result of the shift sensor. The control unit 52 can calculate the rotation speed N of the crank shaft 12 by dividing the rotation speed of the drive wheels 26 by the gear ratio. In this case, the vehicle speed sensor 58 and the speed change sensor may be used as the crank rotation sensor 56. The shift sensor may be provided not on the transmission 42 but on the shift operation unit, or may be provided on the shift wire.

The vehicle speed sensor 58 is used to detect the rotational speed of the wheels. The vehicle speed sensor 58 is electrically connected to the control unit 52 by wire or wirelessly. The vehicle speed sensor 58 is connected to the control unit 52 so as to be able to communicate with each other by wire or wirelessly. The vehicle speed sensor 58 outputs a signal corresponding to the rotation speed of the wheel to the control unit 52. The control unit 52 calculates the vehicle speed V of the human-powered vehicle 10 based on the rotation speed of the wheels. The control unit 52 stops the motor 18 when the vehicle speed V becomes equal to or higher than a predetermined value. The predetermined value is, for example, 25 km / h or 45 km / h. The vehicle speed sensor includes, for example, a magnetic lead or a Hall element constituting a reed switch. The vehicle speed sensor may be configured to be attached to the chain stay of the frame 28 and detect a magnet attached to the rear wheel, or may be provided to the front fork 28A and may be configured to detect a magnet attached to the front wheel. In another example, the vehicle speed sensor 58 includes a GPS receiver. The control unit 52 may detect the vehicle speed V of the human-powered vehicle 10 according to the GPS information acquired by the GPS receiving unit, the map information recorded in advance in the storage unit 54, and the time. The control unit 52 preferably includes a timer for measuring the time.

The torque sensor 60 is used to detect the torque TH of the human-powered driving force H. The torque sensor 60 is provided, for example, in the housing in which the motor 18 is provided. The torque sensor 60 detects the torque TH of the human-powered driving force H input to the crank 22. For example, when the first one-way clutch is provided in the power transmission path, the torque sensor 60 is provided on the upstream side of the first one-way clutch. The torque sensor 60 includes a strain sensor, a magnetostriction sensor, and the like. The strain sensor includes a strain gauge. When the torque sensor 60 includes a strain sensor, the strain sensor is preferably provided on the outer peripheral portion of the rotating body included in the power transmission path. The torque sensor 60 may include a wireless or wired communication unit. The communication unit of the torque sensor 60 is configured to be communicable with the control unit 52.

The motor 18 is configured to assist the propulsion of the human-powered vehicle 10 in a state where the crank shaft 12 is rotating in the first rotation direction A1. The first rotation direction A1 corresponds to the rotation direction of the crank shaft 12 when the human-powered vehicle 10 moves forward.

The control unit 52 controls the motor 18 so that the assist force of the motor 18 has a predetermined second ratio A with respect to the human-powered driving force H, for example. For example, the control unit 52 may control the motor 18 so that the output torque TM of the assist force by the motor 18 has a predetermined second ratio A with respect to the torque TH of the human-powered driving force H of the human-powered vehicle 10. .. The control unit 52 controls the motor 18 in, for example, one control mode selected from a plurality of control modes having different second ratios A of the outputs of the motor 18 to the human-powered driving force H. The torque ratio AT of the output torque TM of the motor 18 to the torque TH of the human-powered driving force H of the human-powered vehicle 10 may be described as the second ratio A. Even if the control unit 52 controls the motor 18 so that the power WM (watt) of the motor 18 becomes a predetermined second ratio A with respect to the power WH (watt) of the human power driving force H, for example. good. The power WH of the human-powered driving force H is calculated by multiplying the human-powered driving force H and the rotation speed N of the crank 22. When the output of the motor 18 is input to the power path of the human-powered driving force H via the speed reducer, the output of the speed reducer is taken as the output of the motor 18. The control unit 52 outputs a control command to the drive circuit 40 of the motor 18 according to the torque TH of the human-powered driving force H or the power WH. The control command includes, for example, a torque command value.

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

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

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

In one example, the control device 50 further includes a detection unit 62 that detects the first load G1 and the second load G2, and the detection unit 62 is provided on the crank arm 20. The detection unit 62 is provided on each crank arm 20. The detection unit 62 includes, for example, a strain sensor and the like. The strain sensor includes a strain gauge. It is preferable that the detection unit 62 detects the strain caused by the bending of the crank arm 20 in the extending direction of each crank arm 20 and the direction orthogonal to the extending direction of the rotation axis of the crank shaft 12. One of the first load G1 and the second load G2 has a positive value of the force applied to one of the rotation directions of the crank arm 20, and the other is applied to the other of the rotation directions of the crank arm 20. The force to be applied is detected as a positive value.

In another example, as shown by the alternate long and short dash line in FIG. 2, the control device 50 further includes a detection unit 64 for detecting the first load G1 and the second load G2, and the detection unit 64 is provided on the pedal 24. .. The detection unit 64 is provided on each pedal 24. The detection unit 64 includes, for example, a load sensor, a pressure sensor, or the like. The detection unit 64 is provided on at least one of the surface of the pedal 24 and the connection portion between the pedal 24 and the crank arm 20. The detection unit 64 may be provided only on the surface of the pedal 24, only the connection portion between the pedal 24 and the crank arm 20, or both on the surface of the pedal 24 and the connection portion between the pedal 24 and the crank arm 20. The connection includes a pedal shaft that rotatably supports the pedal 24 with respect to the crank arm 20. It is preferable that the detection unit 64 detects the load or pressure load applied to each pedal 24 in the vertical direction, or the load or pressure load in the tangential direction of the rotation locus of each pedal 24. When the detection unit 64 detects a vertical downward load or a pressure load applied to each pedal 24, the first load G1 and the second load G2 positively apply a vertical downward force applied to each pedal 24. It is preferably detected as a value of. When the detection unit 64 detects a load or a pressure load below the tangential direction of the rotation locus of each pedal 24, one of the first load G1 and the second load G2 is one of the rotation directions of the crank arm 20. The force applied to the other is detected as a positive value, and the other is detected as the force applied to the other in the rotation direction of the crank arm 20 as a positive value.

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

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

When the control unit 52 changes the control state of the motor 18 according to the first ratio R, for example, preferably, when the control unit 52 maintains the state in which the first ratio R is included in the first range XR. The motor 18 is controlled in the first control state, and when the first ratio R is not included in the first range XR, the motor 18 is controlled in the second control state. In the case of the first control state, at least one of the second ratio A of the output of the motor 18 to the human-powered driving force H and the maximum value MX of the output of the motor 18 is smaller than in the case of the second control state. In the case of the first control state, only the second ratio A and only the maximum value MX, or both the second ratio A and the maximum value MX are smaller than in the case of the second control state. Preferably, the first range XR includes at least a part of the range of 7/13 or more and 13/7 or less. Preferably, the first range XR comprises 1. The lower limit of the first range XR is preferably 7/13 or more, and the upper limit is preferably 13/7 or less. The median value of the first range XR is preferably 1. The storage unit 54 may store the first range XR in a changeable manner. In this case, it is preferable that the first range XR is mutably stored in the storage unit 54 by an operation unit provided in the human-powered vehicle 10, an external device, or the like.

When the occupant puts his / her foot on the pedal 24 of the first input unit 14 and the pedal 24 of the second input unit 16 and is not pedaling the pedal 24, or when the occupant puts his / her foot on the pedal 24 of the first input unit 14 and the pedal 24 of the first input unit 14. 2 When the foot is placed on the pedal 24 of the input unit 16 and the crank 22 is swung at a small angle, the state in which the first ratio R is included in the first range XR is likely to be maintained. Therefore, when the state in which the first ratio R is included in the first range XR is maintained, the passenger puts his foot on the pedal 24 and pedals the pedal 24 by controlling the motor 18 in the first control state. At least one of the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 can be reduced when the occupant does not have the foot and the occupant puts his / her foot on the pedal 24 to swing the crank 22. .. This makes it easier to balance the human-powered vehicle 10, especially when the occupant stands up with his foot on the pedal 24.

Preferably, the control unit 52 prohibits the control of the motor 18 in the first control state when the rotation phase of the crank shaft 12 is out of the fourth range. The first input unit 14 and the second input unit 16 are connected to the crank shaft 12 in phases 180 degrees apart from each other in the rotation direction of the crank shaft 12, and the fourth range includes the first input unit 14 and the second input unit 16. Preferably include the rotational phases of the crank shaft 12 90 degrees away from top dead center and bottom dead center, respectively. The fourth range is, for example, the range of the rotation phase of the crank shaft 12 from 45 degrees or more to 135 degrees or less, and 225 degrees or more to 315 degrees when the top dead point is 0 degrees of the rotation phase of the crank shaft 12. Includes a range of rotational phases of the crank shaft 12 up to degrees.

In particular, when the passenger is standing up with his / her foot on the pedal 24 of the first input unit 14 and the pedal 24 of the second input unit 16 and is not rowing the pedal 24, the crank arm 20 of the first input unit 14 and the first 2 The crank arm 20 of the input unit 16 is likely to be maintained in a region including a rotation phase 90 degrees away from the top and bottom dead center. When the passenger pedals the pedal 24, the crank arm 20 of the first input unit 14 and the crank arm 20 of the second input unit 16 are also located outside the fourth range including the rotation phase 90 degrees away from the vertical dead center. It's easy to do. Therefore, by prohibiting the control of the motor 18 in the first control state when the rotation phase of the crank shaft 12 is out of the fourth range, the second ratio of the output of the motor 18 when the passenger pedals. It is possible to prevent A and at least one of the maximum output MX of the motor 18 from becoming smaller.

Preferably, when the rotation speed N of the crank shaft 12 is equal to or higher than the predetermined speed NX, the control unit 52 prohibits the control of the motor 18 in the first control state. The predetermined speed NX preferably includes a value capable of determining that the passenger is intentionally pedaling the pedal 24. When the rotation speed N of the crank shaft 12 is equal to or higher than the predetermined speed NX, it is prohibited to control the motor 18 in the first control state, and when the passenger pedals by controlling the motor 18 in the second control state. In addition, it is possible to suppress that at least one of the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 becomes smaller.

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

In step S11, the control unit 52 determines whether or not the rotational speed N of the crank shaft 12 is equal to or higher than the predetermined speed NX. When the rotation speed N of the crank shaft 12 is not equal to or higher than the predetermined speed NX, the control unit 52 proceeds to step S12.

In step S12, the control unit 52 determines whether or not the rotational phase of the crank shaft 12 is out of the fourth range. When the rotation phase of the crank shaft 12 is not outside the fourth range, the control unit 52 shifts to step S13.

In step S13, the control unit 52 determines whether or not the first ratio R is included in the first range XR. In step S13, the control unit 52 shifts to step S14 when the first ratio R is included in the first range XR.

In step S14, the control unit 52 determines whether the state in which the first ratio R is included in the first range XR is maintained. For example, when the control unit 52 determines that the first ratio R is included in the first range XR for a predetermined time or longer, the control unit 52 is in a state where the first ratio R is included in the first range XR. Is maintained. For example, the control unit 52 includes the first ratio R in the first range XR consecutively for a predetermined time or more in the detection cycle of the first load G1 and the second load G2 or the calculation cycle of the first ratio R. In this case, it is determined that the state in which the first ratio R is included in the first range XR is maintained. The control unit 52 shifts to step S15 when the state in which the first ratio R is included in the first range XR is maintained. In step S15, the control unit 52 controls the motor 18 in the first control state and ends the process.

In step S11, the control unit 52 shifts to step S16 when the rotation speed N of the crank shaft 12 is equal to or higher than the predetermined speed NX. In step S16, the control unit 52 controls the motor 18 in the second control state and ends the process. The control unit 52 does not control the motor 18 in the first control state when the rotation speed N of the crank shaft 12 is equal to or higher than the predetermined speed NX. If the determination in step S11 is YES, the control unit 52 may set a flag for prohibiting control of the motor 18 in the first control state and end the process. In this case, if the determination in step S11 is NO, the control unit 52 may cancel the flag prohibiting the control of the motor 18 in the first control state.

When the rotation phase of the crank shaft 12 is out of the fourth range in step S12, the control unit 52 shifts to step S16. In step S16, the control unit 52 controls the motor 18 in the second control state and ends the process. The control unit 52 does not control the motor 18 in the first control state when the rotation phase of the crank shaft 12 is out of the fourth range. If the determination in step S12 is YES, the control unit 52 may set a flag for prohibiting control of the motor 18 in the first control state and end the process. In this case, if the determination in step S12 is NO, the control unit 52 may cancel the flag prohibiting the control of the motor 18 in the first control state.

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

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

(Second Embodiment)
The control device 50 of the second embodiment will be described with reference to FIGS. 4 and 5. The control device 50 of the second embodiment is the same as the control device 50 of the first embodiment except that the process of switching between the first control state and the second control state is different, and is therefore common to the first embodiment. The same reference numerals are given to the configurations as in the first embodiment, and duplicate description will be omitted.

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

After the increase of one of the first load G1 and the second load G2 given to the first rotation direction A1, the control unit 52 refers to the first rotation direction A1 of the first load G1 and the second load G2. It includes a control unit 52 that changes the control state of the motor 18 when the other given to the opposite second rotation direction A2 increases.

When the motor 18 is controlled in the second control state, the control unit 52 increases after one of the first load G1 and the second load G2 given to the first rotation direction A1 of the crank shaft 12 increases. When the other of the first load G1 and the second load G2 given to the second rotation direction A2 of the crank shaft 12 increases, the control state of the motor 18 is changed from the second control state to the first control state. In the case of the first control state, the control unit 52 has a smaller second ratio A of the output of the motor 18 and at least one of the maximum value MX of the output of the motor 18 than in the case of the second control state.

The first input unit 14 is located within the range including the rotation phase of the crank shaft 12 located in front of the human-powered vehicle 10 from the top dead center and the bottom dead center, and the second input unit 16 is the top dead center and the bottom dead center. When the crank shaft 12 located behind the human-powered vehicle 10 is located within the range including the rotation phase of the crank shaft 12, the first load G1 of the first input unit 14 is in the first rotation direction of the crank shaft 12 due to gravity and pedaling force. Given to A1. In this case, the second load G2 of the second input unit 16 is applied to the second rotation direction A2 of the crank shaft 12 by gravity and pedaling force. The first input unit 14 is located within the range including the rotation phase of the crank shaft 12 located behind the human-powered vehicle 10 from the top dead center and the bottom dead center, and the second input unit 16 is the top dead center and the bottom dead center. When the crank shaft 12 located in front of the human-powered vehicle 10 is located within the range including the rotation phase of the crank shaft 12, the first load G1 of the first input unit 14 is in the second rotation direction of the crank shaft 12 due to gravity and pedaling force. Given to A2. In this case, the second load G2 of the second input unit 16 is applied to the first rotation direction A1 of the crank shaft 12 by gravity and pedaling force.

When the passenger puts his / her foot on the pedal 24 of the first input unit 14 and the pedal 24 of the second input unit 16 and does not pedal the pedal 24, at least one of the first load G1 and the second load G2 becomes zero. It is also included in the case of becoming. For example, when the first load G1 is larger than the second load, the crank shaft 12 rotates in one of the first rotation direction A1 and the second rotation direction A2 to which the force of the first load G1 is applied. For example, when the first load G1 is smaller than the second load G2, the crank shaft 12 rotates in one of the first rotation direction A1 and the second rotation direction A2 to which the force of the second load G2 is applied.

When the passenger puts his / her foot on the pedal 24 of the first input unit 14 and the pedal 24 of the second input unit 16 and does not row the pedal 24, the first rotation of the first load G1 and the second load G2. One given in the direction A1 and the other given in the second rotation direction A2 of the first load G1 and the second load G2 tend to increase or decrease alternately. Therefore, after one of the first load G1 and the second load G2 given to the first rotation direction A1 increases, the other given to the second rotation direction A2 of the first load G1 and the second load G2. By controlling the motor in the first control state when the number increases, when the passenger is not pedaling the pedal 24, the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 At least one can be made smaller.

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

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

In step S22, the control unit 52 determines whether or not the rotational speed N of the crank shaft 12 is equal to or higher than the predetermined speed NX. When the rotation speed N of the crank shaft 12 is not equal to or higher than the predetermined speed NX, the control unit 52 proceeds to step S23.

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

In step S24, the control unit 52 increases one of the first load G1 and the second load G2 given to the first rotation direction A1 of the crank shaft 12, and then of the first load G1 and the second load G2. , It is determined whether or not the other given to the second rotation direction A2 of the crank shaft 12 has increased. The control unit 52, for example, has the first load G1 and the second load G2 within a predetermined time after one of the first load G1 and the second load G2 given to the first rotation direction A1 of the crank shaft 12 increases. Of these, when the other given to the second rotation direction A2 of the crank shaft 12 increases, the determination in step S24 is YES. The control unit 52 increases one of the first load G1 and the second load G2 given to the first rotation direction A1 of the crank shaft 12, and then the crank shaft 12 of the first load G1 and the second load G2. When the other given to the second rotation direction A2 of is increased, the process proceeds to step S25. In step S25, the control unit 52 changes from the second control state to the first control state, and ends the process.

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

In step S23, the control unit 52 ends the process when the rotation phase of the crank shaft 12 is out of the fourth range. The control unit 52 does not control the motor 18 in the first control state when the rotation phase of the crank shaft 12 is out of the fourth range. If the determination in step S23 is YES, the control unit 52 may set a flag for prohibiting control of the motor 18 in the first control state and end the process. In this case, if the determination in step S23 is NO, the control unit 52 may cancel the flag prohibiting the control of the motor 18 in the first control state.

In step S24, the control unit 52 first increases the first load G1 and the second load G2 given to the first rotation direction A1 of the crank shaft 12 within a predetermined time. When the other of the load G1 and the second load G2 given to the second rotation direction A2 of the crank shaft 12 does not increase, the process ends. The control unit 52 increases one of the first load G1 and the second load G2 given to the first rotation direction A1 of the crank shaft 12, and then the crank shaft 12 of the first load G1 and the second load G2. If the other given to the second rotation direction A2 of is not increasing, the motor 18 is not controlled in the first control state. If NO in step S24, the control unit 52 may set a flag for prohibiting control of the motor 18 in the first control state and end the process. In this case, if YES in step S24, the control unit 52 may cancel the flag prohibiting the control of the motor 18 in the first control state.

A process of changing the control state of the motor 18 from the first control state to the second control state will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S31 of the flowchart shown in FIG.

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

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

In step S32, the control unit 52 ends the process when the condition for changing to the second control state is not satisfied. In step S32, the control unit 52 shifts to step S33 when the condition for changing to the second control state is satisfied. In step S33, the control unit 52 changes to the second control state and ends the process.

(Third Embodiment)
The control device 50 of the third embodiment will be described with reference to FIG. The control device 50 of the third embodiment is the same as the control device 50 of the first embodiment except that the process of switching between the first control state and the second control state is different, and is therefore common to the first embodiment. The same reference numerals are given to the configurations as in the first embodiment, and duplicate description will be omitted.

The control unit 52 determines in advance which of the first load G1 applied to the first input unit 14 and the second load G2 applied to the second input unit 16 is applied to the second rotation direction A2 of the crank shaft 12. The control state of the motor 18 is changed between the case where the value is GX or more and the case where the value is less than the predetermined value GX. Preferably, the predetermined value GX is 80 Newton or more. More preferably, the predetermined value GX is 150 Newton or less.

The control unit 52 has a predetermined value of one of the first load G1 given to the first input unit 14 and the second load G2 given to the second input unit 16 given to the second rotation direction A2 of the crank shaft 12. In the case of GX or more, the motor 18 is controlled in the first control state, and among the first load G1 given to the first input unit 14 and the second load G2 given to the second input unit, the second rotation of the crank shaft 12 When one of the values given in the direction A2 is less than the predetermined value GX, the motor 18 is controlled in the second control state. In the case of the first control state, the control unit 52 has a second ratio A and at least one of the maximum output MX of the motor 18 smaller than that in the second control state.

When the passenger puts his / her foot on the pedal 24 of the first input unit 14 and the pedal 24 of the second input unit 16 and does not pedal the pedal 24, the second rotation of the first load G1 and the second load G2. The force applied to the direction A2 tends to be larger than when the pedal 24 is pedaled. Therefore, when one of the first load G1 and the second load G2 given to the second rotation direction A2 is equal to or higher than the predetermined value GX, the passenger controls the motor in the first control state to control the pedal 24. When not rowing, at least one of the second ratio A of the output of the motor 18 and the maximum value MX of the output of the motor 18 can be reduced.

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

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

In step S41, the control unit 52 determines whether or not one of the first load G1 and the second load G2 given to the second rotation direction A2 of the crank shaft 12 is equal to or higher than the predetermined value GX. When one of the first load G1 and the second load G2 given to the second rotation direction A2 of the crank shaft 12 is equal to or higher than the predetermined value GX, the control unit 52 proceeds to step S15.

In step S41, the control unit 52 proceeds to step S16 when one of the first load G1 and the second load G2 given to the second rotation direction A2 of the crank shaft 12 is not equal to or more than the predetermined value GX. In step S16, the control unit 52 controls the motor 18 in the second control state and ends the process. When one of the first load G1 and the second load G2 given to the second rotation direction A2 of the crank shaft 12 is not equal to or more than the predetermined value GX, the control unit 52 sets the motor 18 in the first control state. Do not control. If the determination in step S41 is NO, the control unit 52 may set a flag for prohibiting control of the motor 18 in the first control state and end the process. In this case, if the determination in step S41 is YES, the control unit 52 may cancel the flag prohibiting the control of the motor 18 in the first control state.

(Modification example)
The description of the embodiments is an example of possible embodiments of the human-powered vehicle control device according to the present invention, and is not intended to limit the embodiments. The control device for a human-powered vehicle according to the present invention may take, for example, a modification of the embodiment shown below and a combination of at least two modifications that do not contradict each other. In the following modification, the parts common to the embodiment are designated by the same reference numerals as those in the embodiment, and the description thereof will be omitted.

In the first embodiment, after one of the first load G1 and the second load G2 given to the first rotation direction A1 increases, the second rotation direction A2 of the first load G1 and the second load G2 When the other given to is increased and the state in which the first ratio R is included in the first range XR is maintained, and the second rotation of the crank shaft 12 among the first load G1 and the second load G2 When one of the values given in the direction A2 is equal to or higher than the predetermined value GX, the motor 18 may be controlled in the first control state.

In the first embodiment, when the state in which the first ratio R is included in the first range XR is maintained, and in the second rotation direction A2 of the crank shaft 12 among the first load G1 and the second load G2. If one of the given values is GX or more, the motor 18 may be controlled in the first control state.

In the first embodiment, after one of the first load G1 and the second load G2 given to the first rotation direction A1 increases, the second rotation direction A2 of the first load G1 and the second load G2 When the other given to is increased and the state in which the first ratio R is included in the first range XR is maintained, and the second rotation of the crank shaft 12 among the first load G1 and the second load G2 When one of the values given in the direction A2 is equal to or higher than the predetermined value GX, the motor 18 may be controlled in the first control state.

-In the second embodiment, when one of the first load G1 and the second load G2 given to the second rotation direction A2 of the crank shaft 12 is equal to or greater than the predetermined value GX, and the first load G1 and the second load G1 and the second load are second. When one of the loads G2 given to the first rotation direction A1 increases and then the other of the first load G1 and the second load G2 given to the second rotation direction A2 increases, in the first control state. The motor 18 may be controlled.

-The order of the processes of steps S11, S12, S13, and S14 in FIG. 3 of the first embodiment may be changed.
-The order of the processes of steps S22, S23, S24, and S25 in FIG. 4 of the second embodiment may be changed.
-The order of the processes of steps S11, S12, S13, and S41 in FIG. 6 of the third embodiment may be changed.

-Step S11 may be omitted from the processing of FIG. 3 of the first embodiment and FIG. 6 of the third embodiment. In this case, when the power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S12 of the flowchart shown in FIG. 3 or FIG.

-Step S12 may be omitted from the processing of FIG. 3 of the first embodiment and FIG. 6 of the third embodiment. In this case, if NO in step S11, the control unit 52 proceeds to step S13.

-Step S13 may be omitted from the processing of FIG. 3 of the first embodiment and FIG. 6 of the third embodiment. In this case, if NO in step S12, the control unit 52 shifts to step S14.

-Step S14 may be omitted from the process of FIG. 3 of the first embodiment. In this case, if YES in step S13, the control unit 52 shifts to step S15.
-From the process of FIG. 3 of the first embodiment, any two or three steps of step S11, step S12, step S13, and step S14 may be omitted.
-Step S41 may be omitted from the process of FIG. 6 of the third embodiment. In this case, if YES in step S13, the control unit 52 shifts to step S15.

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

-Step S22 may be omitted from the process of FIG. 4 of the second embodiment. In this case, if NO in step S22, the control unit 52 shifts to step S23.
-Step S23 may be omitted from the process of FIG. 4 of the second embodiment. In this case, if NO in step S23, the control unit 52 shifts to step S24.
-Step S22 and step S23 may be omitted from the process of FIG. 4 of the second embodiment.

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

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

In the first to third embodiments and modifications thereof, the control unit 52 has a second ratio A and a maximum output MX of the motor 18 in the case of the first control state as compared with the case of the second control state. The motor 18 may be controlled so that at least one of them becomes larger. In the case of the first control state, the control unit 52 makes the second ratio A only, the maximum value MX only, or both the second ratio A and the maximum value MX larger than in the second control state. The motor 18 may be controlled.

10 ... Human-powered vehicle, 12 ... Crank shaft, 14 ... First input unit, 16 ... Second input unit, 20 ... Crank arm, 24 ... Pedal, 18 ... Motor, 50 ... Human-powered vehicle control device, 52 ... Control Unit, 62 ... Detection unit, 64 ... Detection unit.

Claims (11)

It is a control device for human-powered vehicles used for human-powered vehicles.
The human-powered vehicle is connected to a crank shaft, respectively, and has a first input unit and a second input unit to which human-powered driving force is applied, and a state in which the crank shaft is rotated in the first rotation direction of the human-powered vehicle. Including a motor that assists propulsion,
In the human-powered vehicle control device, one of the first load applied to the first input unit and the second load applied to the second input unit in the second rotation direction of the crank shaft is previously applied. It includes a control unit that changes the control state of the motor in the case where the value is equal to or more than the predetermined value and the case where the value is less than the predetermined value. The control unit
When one of the first load applied to the first input unit and the second load applied to the second input unit in the second rotation direction of the crank shaft is equal to or more than the predetermined value. The motor is controlled in the first control state,
When one of the first load applied to the first input unit and the second load applied to the second input unit in the second rotation direction of the crank shaft is less than the predetermined value. The motor is controlled in the second control state,
Claimed that, in the case of the first control state, at least one of the second ratio of the output of the motor to the human-powered driving force and the maximum value of the output of the motor is smaller than in the case of the second control state. The control device for a human-powered vehicle according to 1. The control device for a human-powered vehicle according to claim 1 or 2, wherein the predetermined value is 80 Newton or more. The control device for a human-powered vehicle according to claim 1 or 2, wherein the predetermined value is 150 Newton or less. The control device for a human-powered vehicle according to claim 2, wherein the control unit prohibits control of the motor in the first control state when the rotation phase of the crank shaft is out of the fourth range. The first input unit and the second input unit are connected to the crank shaft in phases 180 degrees apart from each other in the rotation direction of the crank shaft.
The fourth range is for a human-powered vehicle according to claim 5, wherein the first input unit and the second input unit include a rotation phase of the crank shaft 90 degrees away from top dead center and bottom dead center, respectively. Control device. The control unit according to any one of claims 2, 5 and 6, which prohibits the control unit from controlling the motor in the first control state when the rotation speed of the crank shaft is equal to or higher than a predetermined speed. Control device for human-powered vehicles. The control device for a human-powered vehicle according to any one of claims 1 to 7, wherein the first input unit and the second input unit include a crank arm, respectively. The control device for a human-powered vehicle according to any one of claims 1 to 8, wherein the first input unit and the second input unit include pedals, respectively. Further including a detection unit for detecting the first load and the second load.
The control device for a human-powered vehicle according to claim 8, wherein the detection unit is provided on the crank arm. Further including a detection unit for detecting the first load and the second load.
The control device for a human-powered vehicle according to claim 9, wherein the detection unit is provided on the pedal.

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