JP2024039455A - Control device for human powered vehicle - Google Patents

Abstract

To provide a control device for a human powered vehicle that can properly control a speed changer.SOLUTION: A control device for a human powered vehicle is provided with a control part that controls a speed changer that changes a ratio of a rotation speed of a wheel to a rotation speed of a crank shaft of the human powered vehicle. The control part is configured to change the ratio in accordance with a speed change condition; is configured to be able to control the speed changer so that change of the ratio in accordance with the speed change condition is suppressed when an acceleration value of the human powered vehicle is below a predetermined acceleration value more than when the acceleration value is larger than the predetermined acceleration value; and is configured to be able to change the predetermined acceleration value on the basis of human driving power inputted to the human powered vehicle.SELECTED DRAWING: Figure 2

Description

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

For example, a control device for a human-powered vehicle disclosed in Patent Document 1 controls a transmission of the human-powered vehicle.

Japanese Patent Application Publication No. 2013-47085

One of the objects of the present disclosure is to provide a control device for a human-powered vehicle that can suitably control a transmission.

A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, and includes a control unit that controls a transmission that changes the ratio of the rotational speed of a wheel to the rotational speed of a crankshaft of the human-powered vehicle. The control unit is configured to change the ratio according to a shift condition, and when the acceleration value of the human-powered vehicle is less than or equal to a predetermined acceleration value, and when the acceleration value is greater than the predetermined acceleration value. The transmission device is configured to be controllable so that a change in the ratio due to the shift condition is suppressed, and the predetermined acceleration value is configured to be changeable based on the human power driving force input to the human power driven vehicle. be done.
According to the control device of the first aspect, since a change in the ratio can be suppressed by using a predetermined acceleration value suitable for the human power driving force, the control unit can suitably control the transmission.

In the second aspect of the control device according to the first aspect of the present disclosure, the control unit is configured to increase the predetermined acceleration value as the human power driving force increases.
According to the control device of the second aspect, the larger the human power driving force is, the more the ratio change can be suppressed.

In the control device of the third aspect according to the second aspect of the present disclosure, the control unit is configured to increase the predetermined acceleration value stepwise as the human power driving force increases.
According to the control device of the third aspect, the predetermined acceleration value is increased stepwise as the manual driving force increases, so that the calculation load can be reduced.

In the control device of the fourth aspect according to any one of the first to third aspects of the present disclosure, when the acceleration value is less than or equal to the predetermined acceleration value, the control unit may be arranged such that when the acceleration value is less than or equal to the predetermined acceleration value, the acceleration value is greater than the predetermined acceleration value. The transmission device is configured to be controllable so that an increase in the ratio is suppressed more than when the ratio is larger.
According to the control device of the fourth aspect, when the acceleration value is equal to or less than the predetermined acceleration value, an increase in the ratio can be suppressed, so that an increase in the rider's load is suppressed.

In the control device of the fifth aspect according to any one of the first to fourth aspects of the present disclosure, the control unit is configured to be able to change the predetermined acceleration value according to the ratio.
According to the control device of the fifth aspect, change in the ratio can be suppressed by using a predetermined acceleration value suitable for the ratio.

In the control device of the sixth aspect according to the fifth aspect of the present disclosure, the control unit sets the predetermined acceleration value when the ratio is less than or equal to the predetermined ratio, and the predetermined acceleration value when the ratio is larger than the predetermined ratio. is configured to be larger than the
According to the control device of the sixth aspect, when the ratio is less than or equal to the predetermined ratio, change in the ratio can be suppressed more than when the ratio is larger than the predetermined ratio.

In the control device of the seventh aspect according to any one of the first to sixth aspects of the present disclosure, the control unit sets the predetermined acceleration value to a constant value when the human power driving force is less than or equal to a predetermined driving force. configured to set.
According to the control device of the seventh aspect, since the predetermined acceleration value when the human power driving force is less than or equal to the predetermined driving force is constant, it is possible to prevent the predetermined acceleration value from becoming excessively small when the human power driving force is less than or equal to the predetermined driving force. It can be suppressed.

In the control device of the eighth aspect according to the seventh aspect of the present disclosure, the predetermined acceleration value when the human power driving force is less than or equal to the predetermined driving force is the predetermined acceleration value when the human power driving force is greater than the predetermined driving force. It is below the acceleration value.
According to the control device of the eighth aspect, when the human power driving force is less than or equal to the predetermined driving force, the ratio change is less likely to be suppressed than when the human power driving force is greater than the predetermined driving force.

In the control device according to the ninth aspect according to any one of the first to eighth aspects of the present disclosure, the control unit may control the predetermined acceleration value when the ratio is equal to or less than the first ratio. The predetermined acceleration value is configured to be larger than the predetermined acceleration value when the acceleration value is larger than the ratio.
According to the control device of the ninth aspect, when the ratio is less than or equal to the first ratio, change in the ratio is more likely to be suppressed than when the ratio is larger than the first ratio.

In the control device according to the tenth aspect according to any one of the first to ninth aspects of the present disclosure, when the ratio is equal to or less than a second ratio, and the road surface gradient of the traveling path of the human-powered vehicle is is configured to reduce the predetermined acceleration value when the first slope corresponding to an uphill slope becomes a second slope smaller than the first slope.
According to the control device of the tenth aspect, when the ratio is equal to or less than the second ratio, and when the road surface gradient becomes equal to or less than the second gradient smaller than the first gradient from the first gradient corresponding to the uphill slope, the ratio Changes are less likely to be suppressed.

In the control device of the eleventh aspect according to any one of the first to tenth aspects of the present disclosure, the control unit may control the predetermined acceleration value when the ratio is a third ratio or more, The acceleration is configured to be equal to or less than the predetermined acceleration value when the acceleration is smaller than the ratio.
According to the control device of the eleventh aspect, when the ratio is the third ratio or more, the change in the ratio is less likely to be suppressed than when the ratio is smaller than the third ratio.

In the control device according to the twelfth aspect according to the eleventh aspect of the present disclosure, the control unit is configured to set the predetermined acceleration value to a constant value when the ratio is equal to or higher than the third ratio.
According to the control device of the twelfth aspect, when the ratio is equal to or higher than the third ratio, it is possible to prevent the predetermined acceleration value from becoming excessively small.

In the control device according to the thirteenth aspect according to any one of the first to twelfth aspects of the present disclosure, the acceleration value is determined from the time of first detection of vehicle speed to the time of second detection subsequent to the first detection time. It is defined as the amount of change in the vehicle speed during the period.
According to the control device of the thirteenth aspect, it is possible to suppress a change in the ratio based on the amount of change in vehicle speed.

In the control device of the fourteenth aspect according to the thirteenth aspect of the present disclosure, the predetermined acceleration value is −2 km/h or more and 3 km/h or less.
According to the control device of the fourteenth aspect, it is possible to suppress a change in the ratio based on the predetermined acceleration value of −2 km/h or more and 3 km/h or less.

In the control device of the fifteenth aspect according to any one of the first to fourteenth aspects of the present disclosure, the control unit is configured to be able to select either a first mode or a second mode, and the first mode is The predetermined acceleration value when selected is different from the predetermined acceleration value when the second mode is selected.
According to the control device of the fifteenth aspect, by selecting either the first mode or the second mode, the transmission can be controlled according to different predetermined acceleration values.

In the control device according to the sixteenth aspect according to any one of the first to fifteenth aspects of the present disclosure, the shift condition relates to at least one of a driving state and a driving environment of the human-powered vehicle.
According to the control device of the 16th aspect, the transmission can be suitably controlled according to at least one of the running state and the running environment of the human-powered vehicle.

In the control device according to the seventeenth aspect according to any one of the first to sixteenth aspects of the present disclosure, the shift condition includes at least one of the rotational speed of the crankshaft, the human power driving force, and the vehicle speed.
According to the control device of the seventeenth aspect, the transmission can be suitably controlled according to at least one of the rotational speed of the crankshaft, the manual driving force, and the vehicle speed.

In the control device of the eighteenth aspect according to any one of the first to seventeenth aspects of the present disclosure, the speed change condition includes a rotational speed of the crankshaft, and the control unit is configured such that the rotational speed of the crankshaft is an upper limit. If it is larger than a threshold, the transmission is controlled so that the ratio becomes larger, and if the rotational speed of the crankshaft is smaller than a lower limit threshold, the transmission is controlled so that the ratio becomes smaller.
According to the control device of the eighteenth aspect, when the rotational speed of the crankshaft is greater than the upper limit threshold, the transmission is controlled so that the ratio becomes larger, and when the rotational speed of the crankshaft is smaller than the lower limit threshold, the ratio is increased. The transmission can be controlled to reduce the size.

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

FIG. 1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to an embodiment. FIG. 2 is a block diagram showing the electrical configuration of the human-powered vehicle of FIG. 1. FIG. 3 is a flowchart of a process executed by the control unit of FIG. 2 to change the mode. 3 is a flowchart of a process executed by the control unit of FIG. 2 to control the transmission.

<Embodiment>
With reference to FIGS. 1 to 4, a control device 60 for a human-powered vehicle will be described. A human-powered vehicle is a vehicle that has at least one wheel and can be driven by at least human-powered driving force. For example, human powered vehicles include various types of bicycles such as mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbent bikes. The number of wheels that a human-powered vehicle has is not limited. For example, human-powered vehicles also include unicycles and vehicles with two or more wheels. A human-powered vehicle is not limited to a vehicle that can be driven solely by human-powered driving force. Human-powered vehicles include E-bikes that use not only human-powered driving force but also electric motor driving force for propulsion. E-bikes include electrically assisted bicycles whose propulsion is assisted by an electric motor. Hereinafter, in each embodiment, the human-powered vehicle will be described as a bicycle.

The human-powered vehicle 10 includes a crankshaft 12 , a first rotating body 14 , wheels 16 , a second rotating body 18 , and a transmission body 20 . The crankshaft 12 is configured to receive human driving force. The first rotating body 14 is connected to the crankshaft 12. The second rotating body 18 is connected to the wheel 16. The transmission body 20 is configured to engage with the first rotary body 14 and the second rotary body 18 to transmit driving force between the first rotary body 14 and the second rotary body 18 .

For example, the human powered vehicle 10 further includes a vehicle body 24. For example, the vehicle body 24 includes a frame 26. For example, the wheels 16 include a front wheel 16F and a rear wheel 16R. For example, crankshaft 12 is rotatable relative to frame 26. For example, human powered vehicle 10 includes a crank 28. Crank 28 includes crankshaft 12 and two crank arms 28A, 28B. For example, the crank arm 28A is provided at a first end of the crankshaft 12 in the axial direction, and the crank arm 28B is provided at a second end of the crankshaft 12 in the axial direction. For example, the human powered vehicle 10 includes two pedals 30. For example, one of two pedals 30 is connected to the crank arm 28A. The other one of the two pedals 30 is connected to the crank arm 28B. For example, the rear wheel 16R is driven by rotation of the crankshaft 12. For example, the rear wheel 16R is supported by the frame 26.

A front wheel 16F is attached to the frame 26 via a front fork 32. A handlebar 36 is connected to the front fork 32 via a stem 34.

For example, the human powered vehicle 10 further includes a drive mechanism 38. For example, at least one of the front wheel 16F and the rear wheel 16R and the crank 28 are connected by a drive mechanism 38. In this embodiment, the rear wheel 16R and the crank 28 are connected by a drive mechanism 38.

For example, the drive mechanism 38 includes at least one first rotating body 14 , at least one second rotating body 18 , and a transmission body 20 . At least one first rotating body 14 is connected to the crankshaft 12. At least one second rotating body 18 is connected to the wheel 16. The transmission body 20 engages with at least one first rotating body 14 and at least one second rotating body 18 to drive between the at least one first rotating body 14 and the at least one second rotating body 18. configured to transmit force. For example, the transmission body 20 transmits the rotational force of at least one first rotating body 14 to at least one second rotating body 18.

For example, at least one first rotating body 14 and the crankshaft 12 are arranged coaxially. At least one first rotating body 14 and the crankshaft 12 may not be coaxially arranged. For example, when at least one first rotating body 14 and crankshaft 12 are not arranged coaxially, at least one first rotating body 14 and crankshaft 12 are connected via a first transmission mechanism. . The first transmission mechanism may include a plurality of gears, may include a sprocket and a chain, may include a pulley and a belt, or may include a shaft and a bevel gear. For example, at least one first rotating body 14 includes at least one first sprocket.

For example, at least one second rotating body 18 and the rear wheel 16R are arranged coaxially. At least one second rotating body 18 and the rear wheel 16R may not be coaxially arranged. For example, when at least one second rotating body 18 and rear wheel 16R are not arranged coaxially, at least one second rotating body 18 and rear wheel 16R are connected via a second transmission mechanism. . The second transmission mechanism may include a plurality of gears, may include a sprocket and a chain, may include a pulley and a belt, or may include a shaft and a bevel gear. For example, at least one second rotating body 18 includes at least one second sprocket.

At least one second rotating body 18 and the rear wheel 16R are connected via a third one-way clutch. For example, the third one-way clutch includes at least one of a roller clutch, a sprag clutch, and a ratchet clutch. The third one-way clutch transmits driving force from the second rotating body 18 to the rear wheel 16R when the second rotating body 18 rotates as the first rotating body 14 rotates forward. The rear wheel 16R is configured to allow relative rotation between the rear wheel 16R and the second rotary body 18 when the speed at which the second rotary body 18 rotates is higher than the speed at which the second rotary body 18 rotates forward.

For example, the human powered vehicle 10 further includes a battery 40. Battery 40 includes one or more battery elements. The battery element includes a rechargeable battery. For example, battery 40 is configured to supply power to control device 60 and transmission 42 . For example, the battery 40 is communicably connected to the control device 60 by wire or wirelessly. For example, the battery 40 can communicate with the control device 60 via Power Line Communication (PLC), Controller Area Network (CAN), or Universal Asynchronous Receiver/Transmitter (UART).

The human-powered vehicle 10 further includes a transmission 42, for example. The transmission 42 changes the ratio R of the rotational speed of the wheels 16 to the rotational speed of the crankshaft 12 of the human-powered vehicle 10. The transmission 42 is, for example, provided in a transmission path for human power driving force in the human power vehicle 10, and is configured to change the ratio R. The ratio R is, for example, the ratio R of the rotational speed of the wheels 16 to the rotational speed of the crank 28. The rotational speed of the wheels 16 includes, for example, the rotational speed of the driving wheels.

The transmission 42 includes, for example, at least one of a derailleur 42A and an internal transmission. The human-powered vehicle 10 of this embodiment further includes a derailleur 42A. The transmission 42 of this embodiment includes a derailleur 42A. Derailleur 42A is configured to operate transmission body 20 to change the ratio R of the rotational speed of wheel 16 to the rotational speed of crankshaft 12. The derailleur 42A includes, for example, at least one of a front derailleur and a rear derailleur. When the derailleur 42A includes at least one of a front derailleur and a rear derailleur, the transmission body 20 includes a chain.

For example, the derailleur 42A moves the transmission body 20 that engages with one of the plurality of sprockets to another one of the plurality of sprockets. When the transmission 42 includes an internal transmission, the internal transmission is provided, for example, at the hub of the rear wheel 16R. The internal transmission may include a CVT (Continuously Variable Transmission). The transmission 42 includes, for example, an electric actuator 42B. The electric actuator 42B is configured to operate the transmission 42, for example. The electric actuator 42B is configured to operate the derailleur 42A, for example.

Derailleur 42A is configured to operate transmission body 20 to change the ratio R of the rotational speed of wheel 16 to the rotational speed of crankshaft 12. For example, the derailleur 42A is provided in a transmission path of human power driving force in the human power driven vehicle 10, and is configured to change the ratio R. For example, the derailleur 42A operates the transmission body 20 to change the engagement state between the transmission body 20 and at least one of the at least one first rotation body 14 and the at least one second rotation body 18, thereby changing the ratio. Change R. The relationship between the ratio R, the rotational speed of the wheels 16, and the rotational speed of the crankshaft 12 is expressed by equation (1). In formula (1), R represents the ratio R. In equation (1), W indicates the rotational speed of the wheel 16. In equation (1), C represents the rotational speed of the crankshaft 12.
Formula (1): R=W(rpm)/C(rpm)

For example, the derailleur 42A can change the ratio R for each at least one shift stage. For example, derailleur 42A is configured to manipulate transmission 20 to change at least one transmission stage. For example, at least one speed change stage is set according to at least one of at least one first rotating body 14 and at least one second rotating body 18. For example, when at least one shift stage includes a plurality of shift stages, a different ratio R is set for each of the plurality of shift stages. For example, the higher the shift stage, the larger the ratio R becomes.

For example, when the at least one first rotating body 14 includes a plurality of first rotating bodies 14 and the at least one second rotating body 18 includes a plurality of second rotating bodies 18, the shift stage includes a plurality of second rotating bodies 18. It is set according to the combination of one of the first rotating bodies 14 and one of the plurality of second rotating bodies 18. For example, when the at least one first rotating body 14 includes one first rotating body 14 and the at least one second rotating body 18 includes a plurality of second rotating bodies 18, the speed change stage includes a plurality of second rotating bodies 18. It is set according to the number of bodies 18. For example, when the at least one first rotating body 14 includes a plurality of first rotating bodies 14 and the at least one second rotating body 18 includes one second rotating body 18, the speed change stage includes a plurality of first rotating bodies 18. It is set according to the number of bodies 14.

For example, derailleur 42A moves a chain that engages one of the plurality of sprockets to another one of the plurality of sprockets. For example, the combination of the sprocket with the smallest number of teeth among the plurality of first sprockets and the sprocket with the largest number of teeth among the plurality of second sprockets is the smallest shift stage that can be realized by the derailleur 42A. handle. For example, the combination of the sprocket with the largest number of teeth among the plurality of first sprockets and the sprocket with the smallest number of teeth among the plurality of second sprockets is the largest speed change stage that can be realized by the derailleur 42A. corresponds to

When the derailleur 42A includes a front derailleur, for example, the plurality of first rotating bodies 14 include two or more and three or less first sprockets. For example, the plurality of first rotating bodies 14 include two first sprockets.

When the derailleur 42A includes a front derailleur, for example, the derailleur 42A transfers the transmission body 20 from one of the plurality of first rotating bodies 14 to another one of the plurality of first rotating bodies 14 during a gear shifting operation. configured to be moved. The front derailleur changes the ratio R by operating the transmission body 20 and changing the state of engagement between the transmission body 20 and at least one first rotating body 14 . For example, the multiple first rotating bodies 14 include multiple first sprockets.

For example, when the derailleur 42A includes a rear derailleur, at least one second rotating body 18 includes 2 or more and 20 or less second sprockets. For example, the plurality of second rotating bodies 18 include twelve second sprockets.

For example, the human-powered vehicle 10 further includes a gear shift operating device 44. The gear shift operating device 44 is provided, for example, on the handlebar 36. The gear shift operating device 44 includes, for example, a first operating unit for increasing the ratio R and a second operating unit for decreasing the ratio R.

For example, the human-powered vehicle 10 further includes a vehicle speed detection section 46. For example, the vehicle speed detection section 46 is communicably connected to the control section 62 by wire or wirelessly. For example, the vehicle speed detection unit 46 is configured to detect information regarding the vehicle speed of the human-powered vehicle 10. For example, the vehicle speed detection unit 46 is configured to detect information regarding the rotational speed of the wheels 16. For example, the vehicle speed detection unit 46 is configured to detect a magnet provided on at least one of the front wheel 16F and the rear wheel 16R.

For example, the vehicle speed detection unit 46 is configured to output a detection signal a predetermined number of times while the wheel 16 rotates once. For example, the predetermined number of times is 1. For example, the vehicle speed detection unit 46 outputs a signal according to the rotational speed of the wheels 16. The control unit 62 can calculate the vehicle speed of the human-powered vehicle 10 based on a signal corresponding to the rotational speed of the wheel 16 and information regarding the circumference of the wheel 16. For example, information regarding the circumference of the wheel 16 is stored in the storage unit 64.

For example, the human-powered vehicle 10 further includes a human-powered driving force detection section 48 . The human power driving force detection section 48 is communicably connected to the control section 62 by wire or wirelessly. The human power driving force detection section 48 is configured to output a signal corresponding to the torque applied to the crankshaft 12 by the human power driving force. The signal corresponding to the torque applied to the crankshaft 12 by the human-powered driving force includes information regarding the human-powered driving force input to the human-powered vehicle 10 .

For example, the human power driving force detection unit 48 is provided on a transmission path of the human power driving force or a member provided in the vicinity of a member included in the transmission path of the human power driving force. For example, the members included in the human power driving force transmission path include the crankshaft 12 and a member that transmits the human power driving force between the crankshaft 12 and at least one first rotating body 14 . For example, the power transmission section is provided on the outer periphery of the crankshaft 12.

The human power driving force detection unit 48 includes a strain sensor, a magnetostrictive sensor, a pressure sensor, or the like. The strain sensor includes a strain gauge. The human power driving force detection unit 48 may have any configuration as long as it can acquire information regarding the human power driving force.

For example, the human power driving force detection unit 48 may be provided on the crank arms 28A, 28B or at least one of the two pedals 30. For example, when the human power driving force detection section 48 is provided on at least one of the two pedals 30, the human power driving force detection section 48 is a sensor that detects the pressure applied to at least one of the two pedals 30. May contain. For example, the human power driving force detection unit 48 may be provided in a chain included in the transmission body 20. For example, when the human power driving force detection section 48 is provided on a chain, the human power driving force detection section 48 may include a sensor that detects the tension of the chain.

For example, the human-powered vehicle 10 further includes a crank rotation state detection section 50. For example, the crank rotation state detection section 50 is communicably connected to the control section 62 by wire or wirelessly. The crank rotation state detection unit 50 detects the amount of rotation of at least one of the crankshaft 12 and the at least one first rotating body 14 . For example, the crank rotation state detection unit 50 is configured to detect information according to the rotation speed of the crankshaft 12. For example, the crank rotation state detection unit 50 is configured to detect information according to the rotation speed of at least one first rotating body 14. The information corresponding to the rotational speed of the crankshaft 12 includes the angular acceleration of the crankshaft 12. The information according to the rotational speed of the at least one first rotating body 14 includes the angular acceleration of the at least one first rotating body 14.

For example, the crank rotation state detection section 50 includes a magnetic sensor that outputs a signal according to the strength of the magnetic field. The crank rotation state detection unit 50 includes an annular magnet having a plurality of magnetic poles arranged in a circumferential direction. The annular magnet is provided between the crankshaft 12, the at least one first rotating body 14, or a power transmission path from the crankshaft 12 to the at least one first rotating body 14. For example, a ring-shaped magnet includes one south pole and one north pole. One south pole and one north pole each continuously extend 180° around the axis of the crankshaft 12.

For example, the crank rotation state detection unit 50 outputs a signal according to at least one of the rotation speed of the crankshaft 12 and the rotation speed of at least one first rotating body 14 . For example, the crank rotation state detection unit 50 detects a rotation angle of the crankshaft 12 while at least one of the rotation speed of the crankshaft 12 and the rotation speed of the at least one first rotating body 14 makes one rotation. configured to output a signal. The crank rotation state detection unit 50 may include an optical sensor, an acceleration sensor, a gyro sensor, a torque sensor, or the like instead of the magnetic sensor.

For example, the crank rotation state detection unit 50 is provided in the frame 26 of the human-powered vehicle 10. For example, when the crank rotation state detection section 50 is provided in the frame 26, the crank rotation state detection section 50 may include a vehicle speed sensor. When the crank rotation state detection section 50 includes a vehicle speed sensor, the control section 62 may be configured to calculate the rotation speed of the crankshaft 12 according to the vehicle speed detected by the vehicle speed sensor and the ratio R.

The crank rotation state detection unit 50 may be configured to detect the amount of rotation of at least one second rotating body 18 . The crank rotation state detection unit 50 may be configured to detect information according to the rotation speed of at least one second rotating body 18. For example, the information according to the rotational speed of the at least one second rotating body 18 includes the angular acceleration of the at least one second rotating body 18. For example, the crank rotation state detection unit 50 may output a signal according to the rotation speed of at least one second rotating body 18.

For example, the human-powered vehicle 10 further includes a slope detection section 52. The slope detection unit 52 includes, for example, at least one of a slope sensor and a GPS (Global Positioning System) receiver. The tilt sensor includes, for example, at least one of a gyro sensor and an acceleration sensor. When the slope detection unit 52 includes a GPS receiver, map information including information regarding the slope of the running road is stored in advance in the storage unit 64, and the control unit 62 acquires the slope of the running road at the current location of the human-powered vehicle 10. do.

The control device 60 for a human-powered vehicle includes a control section 62 . For example, the control unit 62 includes an arithmetic processing device that executes a predetermined control program. For example, the arithmetic processing device included in the control unit 62 includes a CPU (Central Processing Unit) or an MPU (Micro Processing Unit).

For example, the arithmetic processing units included in the control unit 62 may be provided at multiple locations separated from each other. For example, a part of the arithmetic processing device may be provided in the human-powered vehicle 10, and another part of the arithmetic processing device may be provided in a server connected to the Internet. When the arithmetic processing device is provided in a plurality of locations separated from each other, each part of the arithmetic processing device is communicably connected to each other via a wireless communication device. The control unit 62 may include one or more microcomputers.

For example, the control device 60 further includes a storage unit 64. For example, the storage unit 64 is communicably connected to the control unit 62 by wire or wirelessly. For example, the storage unit 64 stores a control program and information used for control processing. For example, the storage unit 64 includes, for example, nonvolatile memory and volatile memory. For example, the nonvolatile memory includes at least one of ROM (Read-Only Memory), EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory), and flash memory. For example, volatile memory includes RAM (Random Access Memory).

Control unit 62 controls transmission 42 . The control unit 62 is configured to change the ratio R depending on the speed change conditions. The control unit 62 controls the transmission device 42 so that when the acceleration value of the human-powered vehicle 10 is less than or equal to a predetermined acceleration value, the change in the ratio R due to the shift condition is suppressed more than when the acceleration value is greater than the predetermined acceleration value. is configured to be controllable. The control unit 62 is configured to be able to change the predetermined acceleration value based on the human power driving force input to the human power vehicle 10 .

When the acceleration value is less than or equal to the predetermined acceleration value, the control unit 62 does not need to suppress a change in which the ratio R increases, and does not suppress a change in which the ratio R decreases. The control unit 62 may suppress both a change in which the ratio R increases and a change in which the ratio R decreases when the acceleration value is less than or equal to a predetermined acceleration value.

For example, the control unit 62 operates the transmission device 42 to change the ratio R when the transmission condition is satisfied. The shift condition relates to, for example, at least one of the running state of the human-powered vehicle 10 and the running environment. The running state includes, for example, at least one of the rotational speed of the crankshaft 12, the manual driving force, and the vehicle speed. The driving environment includes, for example, the slope of the driving road. At least one of the running condition and the running environment includes, for example, running resistance. Running resistance includes, for example, at least one of air resistance, rolling resistance, slope resistance, and acceleration resistance.

The speed change conditions include, for example, at least one of the rotational speed of the crankshaft 12, human driving force, and vehicle speed. In this embodiment, the speed change condition includes the rotation speed of the crankshaft 12. For example, when the rotational speed of the crankshaft 12 is higher than the upper limit threshold, the control unit 62 controls the transmission 42 so that the ratio R becomes larger, and when the rotational speed of the crankshaft 12 is lower than the lower limit threshold, the ratio R is increased. The transmission 42 is controlled so that R becomes small.

When the shift condition includes human power driving force, the shift condition is satisfied, for example, when the human power driving force is outside the first range. When the shift condition includes vehicle speed, the shift condition is satisfied, for example, when the vehicle speed is outside the second range.

The shift conditions include, for example, at least one of the slope of the road and the running resistance. When the shift condition includes the gradient of the road, the shift condition is satisfied, for example, when the gradient of the road is outside the third range. When the shift condition includes running resistance, the shift condition is satisfied, for example, when the running resistance is outside the fourth range.

The acceleration value is, for example, the amount of increase in vehicle speed per unit period. The acceleration value is defined, for example, as the amount of change in vehicle speed during a period from the first detection of the vehicle speed to the second detection after the first detection. The predetermined acceleration value is, for example, −2 km/h or more and 3 km/h or less. The acceleration value may be an acceleration. The acceleration value may include a negative acceleration value. The period from the first detection to the second detection is, for example, 0.01 seconds. The period from the first detection to the second detection may be, for example, an interval at which the vehicle speed detection section 46 outputs a detection signal.

For example, the control unit 62 is configured to increase the predetermined acceleration value as the human power driving force increases. For example, the control unit 62 is configured to increase the predetermined acceleration value stepwise as the human driving force increases. The control unit 62 classifies the human power driving force into a plurality of levels within a range of, for example, 0 Nm to 100 Nm, and a predetermined acceleration value is set for each of the plurality of levels.

The control unit 62 is configured to be able to control the transmission 42 so that, for example, when the acceleration value is equal to or less than a predetermined acceleration value, the increase in the ratio R is suppressed more than when the acceleration value is greater than the predetermined acceleration value. The predetermined acceleration value is set, for example, based on the rider's load when the ratio R is increased. When the acceleration value is equal to or less than the predetermined acceleration value, it corresponds to a state in which the rider's load is high due to, for example, an uphill slope, running resistance, etc.

The control unit 62 is configured to be able to change the predetermined acceleration value according to the ratio R, for example. The predetermined acceleration value is stored in the storage unit 64 in advance, for example. The storage unit 64 stores, for example, information regarding a predetermined acceleration value. The information regarding the predetermined acceleration value includes, for example, at least one of a table and an arithmetic expression.

The control unit 62 is configured to, for example, set a predetermined acceleration value to a constant value when the human power driving force is less than or equal to a predetermined driving force. The predetermined acceleration value when the human power driving force is less than or equal to the predetermined driving force is, for example, less than or equal to the predetermined acceleration value when the human power driving force is greater than the predetermined driving force. The predetermined driving force is, for example, 10 Nm or more and 20 Nm or less. The predetermined driving force is, for example, 15 Nm. The predetermined driving force is set, for example, as a value that does not cause the rider's load to become excessively large even if the ratio R increases.

For example, the control unit 62 is configured to make the predetermined acceleration value when the ratio R is less than or equal to the predetermined ratio R larger than the predetermined acceleration value when the ratio R is larger than the predetermined ratio R.

For example, the control unit 62 is configured to make the predetermined acceleration value when the ratio R is less than or equal to the first ratio R1 larger than the predetermined acceleration value when the ratio R is larger than the first ratio R1. The first ratio R1 is set, for example, based on a ratio R suitable for starting the human-powered vehicle 10. For example, the control unit 62 may be configured to control the transmission 42 so that the ratio R becomes equal to or less than the first ratio R1 when the human-powered vehicle 10 starts moving.

For example, when the ratio R is less than or equal to the second ratio R2, and the road surface slope of the traveling road of the human-powered vehicle 10 changes from a first slope corresponding to an uphill slope to a second slope smaller than the first slope, If the predetermined acceleration value is below, the predetermined acceleration value is configured to be reduced. The second ratio R2 is set based on the ratio R at which the rotational speed of the crankshaft 12 tends to change, for example, on an uphill slope.

For example, the control unit 62 may be configured to make the predetermined acceleration value when the ratio R is greater than or equal to the third ratio R3 to be less than or equal to the predetermined acceleration value when the ratio R is smaller than the third ratio R3. For example, the control unit 62 is configured to set the predetermined acceleration value to a constant value when the ratio R is equal to or higher than the third ratio R3.

The control unit 62 is configured to be able to select either the first mode or the second mode, for example. The predetermined acceleration value when the first mode is selected is different from the predetermined acceleration value when the second mode is selected.

The first mode is, for example, a mode corresponding to driving on a mountain road. The second mode is, for example, a mode corresponding to driving around town. The predetermined acceleration value when the first mode is selected is, for example, less than or equal to the predetermined acceleration value when the second mode is selected. The predetermined acceleration value when the first mode is selected may be larger than the predetermined acceleration value when the second mode is selected.

The control unit 62 is configured to be able to select either the first mode or the second mode, for example, in response to a mode change request. A mode change request occurs, for example, when an operating device is operated. The operating device includes, for example, at least one of a cycle computer and a smartphone. The control unit 62 may determine that there is a mode change request based on the output of a sensor provided in the human-powered vehicle 10.

Table 1 shows an example of the relationship between running load, mode, ratio R, and predetermined acceleration value. The predetermined acceleration value in Table 1 is the amount of change in vehicle speed for each detection cycle. The human power driving force increases from the first level to the sixth level.

With reference to FIG. 3, the process by which the control unit 62 changes the mode will be described. For example, when power is supplied to the control unit 62, the control unit 62 starts processing and moves to step S11 of the flowchart shown in FIG. 3. After the flowchart in FIG. 3 ends, the control unit 62 repeats the process from step S11 after a predetermined period, for example, until the power supply is stopped.

In step S11, the control unit 62 determines whether there is a mode change request. In step S11, the control unit 62 determines whether there is a mode change request. If there is no mode change request, the control unit 62 ends the process. If there is a mode change request, the control unit 62 moves to step S12.

The control unit 62 determines whether the mode is the first mode or not in step S12. In the case of the first mode, the control unit 62 moves to step S13. The control unit 62 selects the second mode in step S13, and ends the process. If the control unit 62 is not in the first mode in step S12, the process proceeds to step S14. The control unit 62 selects the first mode in step S14, and ends the process.

The control unit 62 suppresses changes in the ratio R, for example, by changing the shift conditions. The control unit 62 suppresses the change in the ratio R, for example, by changing the range included in the shift condition. When the shift condition includes the rotational speed of the crankshaft 12, the control unit 62 suppresses a change that increases the ratio R, for example, by increasing the upper limit threshold. The shift conditions include, for example, a first shift condition and a second shift condition. When the acceleration value is less than or equal to the predetermined acceleration value, the control unit 62 controls the transmission 42 based on the first shift condition, for example. When the acceleration value is larger than the predetermined acceleration value, the control unit 62 controls the transmission 42 based on the second shift condition, for example. The control unit 62 may prohibit changing the ratio R when the acceleration value is less than or equal to a predetermined acceleration value without changing the range included in the shift condition.

With reference to FIG. 4, the process by which the control unit 62 controls the transmission 42 will be described. For example, when power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S21 of the flowchart shown in FIG. 4. After the flowchart in FIG. 4 ends, the control unit 62 repeats the process from step S21 after a predetermined period, for example, until the power supply is stopped.

The control unit 62 sets a predetermined acceleration value in step S21, and proceeds to step S22. The control unit 62 sets the predetermined acceleration value based on Table 1, for example.

In step S22, the control unit 62 determines whether the acceleration value is less than or equal to a predetermined acceleration value. If the acceleration value is less than or equal to the predetermined acceleration value, the control unit 62 moves to step S23. The control unit 62 controls the transmission 42 based on the first shift condition in step S23, and ends the process.

If the acceleration value is not equal to or less than the predetermined acceleration value in step S22, the control unit 62 moves to step S24. The control unit 62 controls the transmission 42 based on the second shift condition in step S24, and ends the process.

<Example of change>
The description of the embodiments is an example of the form that a control device for a human-powered vehicle according to the present disclosure may take, and is not intended to limit the form. A control device for a human-powered vehicle according to the present disclosure may take a form in which, for example, a modification of the embodiment shown below and at least two modifications that are not mutually contradictory are combined. In the following modification examples, the same parts as in the embodiment are given the same reference numerals as in the embodiment, and the explanation thereof will be omitted.

- The control unit 62 may be configured to be able to control the transmission 42 so that when the acceleration value is less than or equal to the predetermined acceleration value, the reduction in the ratio R is suppressed more than when the acceleration value is greater than the predetermined acceleration value. good. In this modification example, when the acceleration value is less than or equal to the predetermined acceleration value, the ratio R becomes difficult to decrease, so that further decrease in vehicle speed is suppressed. Therefore, the control unit 62 can suitably control the transmission 42.

- The control unit 62 may be configured to decrease the predetermined acceleration value as the human power driving force increases. In this modified example, the higher the rider's load is, the more difficult it is to suppress the increase in the ratio R, so the vehicle speed is likely to increase in a state where the rider's load is high, such as when climbing a hill during a race, for example. Therefore, the control unit 62 can suitably control the transmission 42.

- The control unit 62 may be configured to change the predetermined acceleration value based on a parameter related to the running load other than the human-powered driving force, instead of or in addition to the human-powered driving force. Parameters related to the running load other than the human-powered driving force include, for example, at least one of the vehicle speed, the acceleration value, the rotational speed of the crankshaft 12, the slope of the road on which the human-powered vehicle 10 travels, and the ratio R.

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

DESCRIPTION OF SYMBOLS 10... Human powered vehicle, 12... Crankshaft, 16... Wheels, 42... Transmission device, 60... Control device, 62... Control part.

Claims (18)

A control device for a human-powered vehicle,
comprising a control unit that controls a transmission that changes the ratio of the rotational speed of the wheels to the rotational speed of the crankshaft of the human-powered vehicle;
The control unit includes:
configured to change the ratio according to speed change conditions,
When the acceleration value of the human-powered vehicle is less than or equal to a predetermined acceleration value, the transmission is controlled so that the change in the ratio due to the shift condition is suppressed more than when the acceleration value is greater than the predetermined acceleration value. configured to allow
A control device configured to be able to change the predetermined acceleration value based on the human power driving force input to the human power driven vehicle. The control device according to claim 1, wherein the control unit is configured to increase the predetermined acceleration value as the manual driving force increases. The control device according to claim 2, wherein the control unit is configured to increase the predetermined acceleration value stepwise as the manual driving force increases. The control unit is configured to be able to control the transmission so that when the acceleration value is less than or equal to the predetermined acceleration value, an increase in the ratio is suppressed more than when the acceleration value is greater than the predetermined acceleration value. The control device according to claim 2. The control device according to claim 2, wherein the control unit is configured to be able to change the predetermined acceleration value according to the ratio. The control unit is configured to make the predetermined acceleration value when the ratio is less than or equal to a predetermined ratio larger than the predetermined acceleration value when the ratio is larger than the predetermined ratio. control device. The control device according to claim 2, wherein the control unit is configured to set the predetermined acceleration value to a constant value when the human power driving force is less than or equal to a predetermined driving force. The control device according to claim 7, wherein the predetermined acceleration value when the human power driving force is less than or equal to the predetermined driving force is less than or equal to the predetermined acceleration value when the human power driving force is greater than the predetermined driving force. 2. The control unit is configured to make the predetermined acceleration value when the ratio is less than or equal to a first ratio larger than the predetermined acceleration value when the ratio is larger than the first ratio. The control device described in . When the ratio is less than or equal to a second ratio, the controller controls the road surface slope of the road on which the human-powered vehicle travels from a first slope corresponding to an uphill slope to a second slope or less that is smaller than the first slope. 3. The control device according to claim 2, wherein the control device is configured to reduce the predetermined acceleration value when the predetermined acceleration value becomes smaller. The control unit is configured to make the predetermined acceleration value when the ratio is a third ratio or more equal to or less than the predetermined acceleration value when the ratio is smaller than the third ratio. Control device as described. The control device according to claim 11, wherein the control unit is configured to set the predetermined acceleration value to a constant value when the ratio is equal to or higher than the third ratio. The control device according to claim 2, wherein the acceleration value is defined as an amount of change in the vehicle speed during a period from a first detection of the vehicle speed to a second detection after the first detection. The control device according to claim 13, wherein the predetermined acceleration value is greater than or equal to −2 km/h and less than or equal to 3 km/h. The control unit is configured to be able to select either a first mode or a second mode,
The control device according to claim 2, wherein the predetermined acceleration value when the first mode is selected is different from the predetermined acceleration value when the second mode is selected. The control device according to claim 1, wherein the shift condition relates to at least one of a driving state and a driving environment of the human-powered vehicle. The control device according to claim 1, wherein the shift condition includes at least one of the rotational speed of the crankshaft, the manual driving force, and the vehicle speed. The speed change condition includes the rotation speed of the crankshaft,
The control unit controls the transmission so that the ratio increases when the rotational speed of the crankshaft is higher than the upper limit threshold, and controls the ratio so that the ratio increases when the rotational speed of the crankshaft is lower than the lower limit threshold. The control device according to claim 1, wherein the control device controls the transmission so that the transmission speed becomes smaller.

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