JP2019131024A - Control device for man-power drive vehicle and brake system for man-power drive vehicle - Google Patents

Abstract

To provide a control device for a man-power drive vehicle, which is able to suitably control behavior of the man-power drive vehicle and to provide a drive system for the man-power drive vehicle including the control device.SOLUTION: A control device for a man-power drive vehicle includes a control unit that controls a brake device that changes brake force for the man-power drive vehicle by an electric actuator. The control unit controls the electric actuator according to power of man-power drive force input to the man-power drive vehicle.SELECTED DRAWING: Figure 2

Description

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

  The human-powered vehicle control device disclosed in Patent Document 1 controls the behavior of a human-powered vehicle by changing the braking force by the braking device in accordance with the amount of operation of the brake lever.

JP 2017-43333 A

  It may be preferable to control the behavior of a human-powered vehicle using parameters other than the operation amount of the brake lever. This point is not taken into consideration in the above-described human-powered vehicle control device.

  An object of the present invention is to provide a human-powered vehicle control device capable of suitably controlling the behavior of a human-powered vehicle and a human-powered vehicle braking system including the device.

A human-powered vehicle control device according to a first aspect of the present invention includes a control unit that controls a braking device that changes a braking force of a human-powered vehicle by an electric actuator, and the control unit is input to the human-powered vehicle. The electric actuator is controlled in accordance with the power of the human driving force.
According to the first aspect, the manually driven vehicle can be braked in accordance with the work rate of the manually driven power, and the behavior of the manually driven vehicle can be suitably controlled.

In the human-powered vehicle control device according to the second aspect according to the first aspect, the control unit controls the electric actuator so as to generate the braking force when the power of the human-powered driving force decreases.
According to the second aspect, the passenger can brake the human-powered vehicle by reducing the work rate of the human-powered driving force.

In the human-powered vehicle control device according to the third aspect according to the second aspect, the control unit increases the braking force as the amount of reduction in the power of the human-powered driving force increases.
According to the third aspect, the traveling speed of the human-powered vehicle can be lowered earlier as the amount of reduction in the power of the human-powered driving force is larger.

In the control device for a human-powered vehicle according to the fourth aspect according to the second or third aspect, the human-powered vehicle includes a crank to which the human-powered driving force is input, and moves forward by rotating the crank in a first direction. Then, the control unit controls the electric actuator to generate the braking force when the crank rotates in the first direction and when the power of the human driving force decreases.
According to the fourth aspect, when the crank rotates in the first direction in which the manpower driven vehicle moves forward, the manpower driven vehicle can be braked if the power of the manpower driving force decreases.

In the control device for a human-powered vehicle according to the fifth aspect according to any one of the first to fourth aspects, the control unit is adapted to a rotational speed of an input rotating body to which the human-powered driving force of the human-powered vehicle is input. When the ratio of the rotational speeds of the driving wheels of the human-powered vehicle changes, the electric actuator is controlled so as not to perform braking by the braking device according to the power of the human-powered driving force.
According to the fifth aspect, when the ratio of the rotational speed of the driving wheel of the human-powered vehicle to the rotational speed of the input rotating body changes, braking by the braking device is suppressed.

In the control device for a human-powered vehicle according to the sixth aspect according to any one of the first to fourth aspects, the control unit is adapted to a rotational speed of an input rotating body to which the human-powered driving force of the human-powered vehicle is input. When the ratio of the rotational speeds of the driving wheels of the human-powered vehicle changes, the electric actuator is controlled so as to reduce the braking force compared to before the ratio changes.
According to the sixth aspect described above, braking by the braking device is suppressed when the work rate of the manual driving force is reduced due to the change in the ratio of the rotational speed of the driving wheel of the human-powered vehicle to the rotational speed of the input rotating body. .

In the control device for a human-powered vehicle according to the seventh aspect according to any one of the first to sixth aspects, when the power of the human-powered driving force does not change, the control unit increases the power of the human-powered driving power. The electric actuator is controlled so as not to perform braking by the corresponding braking device.
According to the seventh aspect, when the power of the human driving force does not change, the human driving vehicle is not decelerated by the braking of the braking device.

In the control device for a human-powered vehicle according to any one of the first to seventh aspects, in the control device for a human-powered vehicle according to any one of the first to seventh aspects, when the power of the human-powered driving force increases, the control unit The electric actuator is controlled so as not to perform braking by the braking device.
According to the eighth aspect, when the power of the human driving force increases, the human driving vehicle is not decelerated by the braking of the braking device.

In the control device for a human-powered vehicle according to the ninth aspect according to any one of the first to seventh aspects, when the power of the human-powered driving force increases, the control unit has a power of the human-powered driving power increased. The electric actuator is controlled so that the braking force is reduced as compared with the braking force before increasing.
According to the ninth aspect, when the power of the manpower driving force increases, the manpower driving vehicle is hardly decelerated by the braking of the braking device.

In the control device for a human-powered vehicle according to the tenth aspect according to any one of the first to ninth aspects, the control unit generates the braking force when the power of the human-powered driving force is a predetermined value or less. The electric actuator is controlled as described above.
According to the tenth aspect, when the power of the human driving force is equal to or less than a predetermined value, the human driving vehicle can be decelerated or stopped by braking of the braking device.

In the control device for a human-powered vehicle according to the eleventh aspect according to any one of the first to tenth aspects, the control unit is configured to control the braking force according to a power of a human-powered driving force input to the human-powered vehicle. A first control state in which the electric actuator is controlled so as to generate an electric power, and a second state in which the electric actuator is controlled so as not to generate the braking force in accordance with a power of the human power driving force input to the human-powered vehicle. The control state can be switched.
According to the eleventh aspect, the first control state and the second control state can be switched according to a user request or the like.

A braking system for a manpower driven vehicle according to a twelfth aspect of the present invention includes the manpower driven vehicle control device according to any one of the first to eleventh aspects and the braking device.
According to the twelfth aspect, the behavior of the manpower driven vehicle can be suitably controlled in the brake system for manpower driven vehicle.

In the braking system for a human-powered vehicle according to the thirteenth aspect according to the twelfth aspect, the electric actuator includes a motor that assists the propulsion of the human-powered vehicle, and the control unit causes the motor to perform a braking operation or a regenerative operation. Thus, the braking force is generated.
According to the thirteenth aspect, the braking force can be suitably generated using the motor.

The braking system for a human-powered vehicle according to the fourteenth aspect according to the thirteenth aspect further includes a battery that can be charged by electric energy generated by the regenerative operation.
According to the fourteenth aspect, electric energy can be obtained by braking.

In the braking system for a human-powered vehicle according to the fifteenth aspect according to the twelfth aspect, the braking device includes a friction part that contacts the part of the human-powered vehicle to generate the braking force, and the friction part includes Connected to the electric actuator.
According to the fifteenth aspect, the braking force can be suitably generated by the braking device including the friction portion.

  The human-powered vehicle control device of the present invention and the human-powered vehicle braking system including this device can suitably control the behavior of the human-powered vehicle.

A side view of a manpower drive vehicle containing a braking system for manpower drive vehicles of an embodiment. The block diagram which shows the electric constitution of the braking system for human power drive vehicles of embodiment. The flowchart of the process which controls the electric actuator performed by the control part of FIG. The flowchart of the process which controls the electric actuator performed by the control part of a 1st modification. The flowchart of the process which controls the electric actuator performed by the control part of a 2nd modification. The flowchart of the process which controls the electric actuator performed by the control part of a 3rd modification. The top view which shows the braking device of a 4th modification.

  With reference to FIGS. 1 to 3, a human-powered vehicle braking system 40 including the human-powered vehicle control device 60 according to the embodiment will be described. Hereinafter, the human-powered vehicle control device 60 is simply referred to as a control device 60. The manually driven vehicle braking system 40 and the control device 60 are provided in the manually driven vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven by at least a human-powered driving force. Human-powered vehicle 10 includes, for example, a bicycle. The number of wheels is not limited, and the human-powered vehicle 10 includes, for example, a single-wheel vehicle and a vehicle having three or more wheels. Human-powered vehicles include, for example, mountain bikes, road bikes, city bikes, cargo bikes, and recumbents. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as a bicycle.

  As shown in FIG. 1, the human-powered vehicle 10 includes a crank 12. Human-powered vehicle 10 further includes drive wheels 14 and a frame 16. A manual driving force H is input to the crank 12. The crank 12 includes a crankshaft 12A that can rotate with respect to the frame 16, and crank arms 12B that are provided at both ends of the crankshaft 12A in the axial direction. The human-powered vehicle 10 moves forward by rotating the crank 12 in the first direction A1. A pedal 18 is connected to each crank arm 12B. The drive wheel 14 is driven by the rotation of the crank 12. The drive wheel 14 is supported by the frame 16. The crank 12 and the drive wheel 14 are connected by a drive mechanism 20. Drive mechanism 20 includes a first rotating body 22 coupled to crankshaft 12A. The crankshaft 12A and the first rotating body 22 may be coupled via a first one-way clutch. The first one-way clutch is configured to cause the first rotating body 22 to rotate forward when the crank 12 rotates forward and to prevent the first rotating body 22 from rotating backward when the crank 12 rotates backward. The first rotating body 22 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 20 further includes a connecting member 26 and a second rotating body 24. The connecting member 26 transmits the rotational force of the first rotating body 22 to the second rotating body 24. The connecting member 26 includes, for example, a chain, a belt, or a shaft.

  The second rotating body 24 is connected to the drive wheel 14. The second rotating body 24 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 24 and the drive wheel 14. The second one-way clutch is configured such that when the second rotating body 24 rotates forward, the driving wheel 14 rotates forward, and when the second rotating body 24 rotates backward, the driving wheel 14 does not rotate backward. .

  Human-powered vehicle 10 includes wheels. The wheel includes a front wheel and a rear wheel. A front wheel is attached to the frame 16 via a front fork 16A. A handlebar 16C is connected to the front fork 16A via a stem 16B. In the following embodiment, the rear wheel is described as the drive wheel 14, but the front wheel may be the drive wheel 14.

  The transmission 28 constitutes a transmission 32 together with the actuator 30. The ratio R of the rotational speed of the drive wheels 14 of the human-powered vehicle 10 to the rotational speed of the input rotating body to which the human-powered vehicle H is input is changed. The input rotator includes a crank 12. The transmission 28 is configured such that the ratio R can be changed in stages. The transmission 28 may be configured such that the ratio R can be changed steplessly. The actuator 30 causes the transmission 28 to perform a speed change operation. The transmission 28 is controlled by the control unit 62. The actuator 30 is communicably connected to the control unit 62 by wire or wireless. The actuator 30 can communicate with the control unit 62 by, for example, power line communication (PLC). The actuator 30 causes the transmission 28 to execute a shift operation in response to a control signal from the control unit 62. The transmission 28 includes at least one of an internal transmission and an external transmission (derailleur). The transmission 28 may be a mechanical transmission 28 that operates by a cable.

  Human-powered vehicle 10 further includes a shift operating device 34 configured to operate transmission 28. The speed change operation device 34 is provided on a handlebar, for example. The speed change operation device 34 includes an operation member configured to be operated by a user and a detection unit that detects movement of the operation member. When the operation member is operated, the detection unit detects the movement of the operation member and outputs a shift signal. The shift signal includes a first shift signal for upshifting and a second shift signal for downshifting. The operation member includes, for example, a first operation member and a second operation member. When the first operation member is operated, a first shift signal is output from the shift operation device 34. When the second operating member is operated, a second shift signal is output from the shift operation device 34. The first operation member and the second operation member include a lever and a button. The detection unit includes an electrical switch and a magnetic sensor.

  The manually driven vehicle braking system 40 includes a control device 60 and a braking device 42. The manually driven vehicle braking system 40 further includes a battery 44.

  The battery 44 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 44 is provided in the human-powered vehicle 10 and supplies electric power to other electric parts, for example, the motor 48 and the control device 60, which are electrically connected to the battery 44 in a wired manner. The battery 44 is communicably connected to the control unit 62 by wire or wireless. The battery 44 can communicate with the control unit 62 by, for example, power line communication (PLC). The battery 44 may be attached to the outside of the frame 16, or at least a part of the battery 44 may be accommodated inside the frame 16.

  The braking device 42 changes the braking force B of the human-powered vehicle 10 by the electric actuator 46. The electric actuator 46 includes a motor 48. The motor 48 forms a drive unit together with the drive circuit 50. The motor 48 and the drive circuit 50 are preferably provided in the same housing. The drive circuit 50 controls power supplied from the battery 44 to the motor 48. The drive circuit 50 is communicably connected to the control unit 62 of the control device 60 by wire or wireless. The drive circuit 50 can communicate with the control unit 62 by, for example, serial communication. The drive circuit 50 drives the motor 48 in accordance with a control signal from the control unit 62. The motor 48 is configured to assist the propulsion of the human-powered vehicle 10. The motor 48 includes an electric motor. The motor 48 is provided so as to transmit rotation to the transmission path of the human driving force H from the pedal 18 to the rear wheel, or to the front wheel. The motor 48 is provided on the frame 16, the rear wheel, or the front wheel of the human-powered vehicle 10. When the motor 48 is provided on the rear wheel or the front wheel of the human-powered vehicle 10, it is preferable that the motor 48 is provided on a hub and constitutes a so-called hub motor. In the hub motor, a one-way clutch is not provided in the power transmission path between the motor 48 and the hub. In one example, the motor 48 is coupled to a power transmission path from the crankshaft 12 </ b> A to the first rotating body 22. In this case, a one-way clutch is not provided in the power transmission path from the motor 48 to the drive wheel 14. As a result, the rotational force of the drive wheel 14 can be transmitted to the motor 48. The housing in which the motor 48 and the drive circuit 50 are provided may be provided with a configuration other than the motor 48 and the drive circuit 50. For example, a speed reducer that decelerates and outputs the rotation of the motor 48 may be provided.

  The control device 60 includes a control unit 62. Control device 60 further includes a storage unit 64, a crank rotation sensor 66, a vehicle speed sensor 68, and a torque sensor 70. The drive circuit 50 may be included in the control device 60.

  Control unit 62 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 62 may include one or a plurality of microcomputers. The storage unit 64 stores various control programs and information used for various control processes. The storage unit 64 includes, for example, a nonvolatile memory and a volatile memory. The control unit 62 and the storage unit 64 are preferably provided, for example, in a housing in which the motor 48 is provided.

  The control unit 62 drives the actuator 30 in accordance with the shift signal from the shift operation device 34 to cause the transmission 28 to execute a shift. The control unit 62 is connected to the speed change operation device 34 wirelessly or by wire. When control unit 62 is wirelessly connected to shift operation device 34, control device 60 and shift operation device 34 each include a wireless communication device. When the control unit 62 is connected to the speed change operation device 34 by wire, the control device 60 and the speed change operation device 34 may include a communication device for performing power line communication. The communication method between the control unit 62 and the speed change operation device 34 is not limited as long as the control unit 62 can receive the speed change signal from the speed change operation device 34. When the control unit 62 receives the first shift signal, the control unit 62 controls the transmission 32 to shift up if it is possible to shift up. When the control unit 62 receives the second shift signal, the control unit 62 controls the transmission 32 to shift down if it is possible to shift down. Transmission 32 further includes a shift sensor for detecting the state of actuator 30 and transmission 28. The control unit 62 receives a signal from the shift sensor and detects the shift state of the transmission 28. When the ratio R is changed stepwise by the transmission 28, the control unit 62 determines the current shift stage by detecting the shift state of the transmission 28.

  The crank rotation sensor 66 detects the rotation speed of the crank 12. The crank rotation sensor 66 is attached to a housing in which the frame 16 and the motor 48 of the human-powered vehicle 10 are provided. The crank rotation sensor 66 includes a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided in the crankshaft 12A or the power transmission path between the crankshaft 12A and the first rotating body 22. The crank rotation sensor 66 is communicably connected to the control unit 62 by wire or wireless. The crank rotation sensor 66 outputs a signal corresponding to the rotational speed N of the crank 12 to the control unit 62. The crank rotation sensor 66 is configured to detect the rotation direction of the crank 12.

  The crank rotation sensor 66 may be provided on a member that rotates integrally with the crankshaft 12 </ b> A in the transmission path of the manual driving force H from the crankshaft 12 </ b> A to the first rotating body 22. For example, the crank rotation sensor 66 may be provided on the first rotating body 22 when a one-way clutch is not provided between the crankshaft 12 </ b> A and the first rotating body 22.

  The vehicle speed sensor 68 detects the rotational speed of the wheel. The vehicle speed sensor 68 is electrically connected to the control unit 62 by wire or wireless. The vehicle speed sensor 68 is communicably connected to the control unit 62 by wire or wireless. The vehicle speed sensor 68 outputs a signal corresponding to the rotational speed of the wheel to the control unit 62. The control unit 62 calculates the vehicle speed V of the human-powered vehicle 10 based on the rotational speed of the wheels. When the vehicle speed V becomes equal to or higher than a predetermined value, the controller 62 stops assisting the propulsion of the human-powered vehicle 10 by the motor 48. The predetermined value is, for example, 25 km / h or 45 km / h. The vehicle speed sensor 68 preferably includes a magnetic lead constituting a reed switch or a Hall element. The vehicle speed sensor 68 may be configured to detect a magnet attached to the chain stay of the frame 16 and attached to the rear wheel, or may be provided to a front fork and detect a magnet attached to the front wheel.

  The torque sensor 70 is preferably provided in a power transmission path between the crankshaft 12 </ b> A and the first rotating body 22. When the output of the motor 48 is coupled to the power transmission path from the crankshaft 12A to the first rotating body 22, the torque sensor 70 is provided, for example, in a housing in which the motor 48 is provided. The torque sensor 70 detects the torque HT of the human driving force H input to the crank 12. For example, the torque sensor 70 is provided on the upstream side of the first one-way clutch in the power transmission path. The torque sensor 70 includes a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. When the torque sensor 70 includes a strain sensor, the strain sensor is provided on the outer peripheral portion of the rotating body included in the power transmission path. The torque sensor 70 may include a wireless or wired communication unit. The communication unit of the torque sensor 70 is configured to be able to communicate with the control unit 62.

  The control unit 62 controls the motor 48 so as to assist the propulsion of the human-powered vehicle 10 according to the human-powered driving force H. When the crank 12 rotates in the first direction A1, the control unit 62 performs manual driving until the output torque of the motor 48 reaches a predetermined upper limit value or until the vehicle speed V reaches a predetermined first speed. When the force H increases, the motor 48 is controlled so that the assist force by the motor 48 increases. When the crank 12 rotates in the first direction A1, when the vehicle speed V reaches a predetermined first speed, the control unit 62 controls the motor 48 so that the ratio of the assist force of the motor 48 to the human power driving force H gradually decreases. 48 is preferably controlled. The controller 62 preferably stops assisting the propulsion of the human-powered vehicle 10 by the motor 48 when the vehicle speed V reaches a predetermined second speed higher than the predetermined first speed. When the braking device 42 brakes the human-powered vehicle 10, the control unit 62 stops assisting the propulsion of the human-powered vehicle 10 by the motor 48. The ratio of the assist force of the motor 48 to the manpower driving force H is determined in advance. The control unit 62 is configured to control the motor 48 in at least one of a plurality of modes in which the ratio of the assist force of the motor 48 to the human driving force H is different and an assist stop mode in which the motor 48 does not generate an assist force. May be.

  The control unit 62 controls the braking device 42. The control unit 62 controls the electric actuator 46 according to the power WH of the human driving force H input to the human driving vehicle 10. The power WH of the human driving force H is calculated by multiplying the torque HT of the human driving force H by the rotational speed N of the crank 12. More specifically, the power WH of the human driving force H can be obtained by the following equation (1).

WH = (2π / 60) × HT × N × η (1)
WH: Power of human driving force H HT: Torque of human driving force H N: Rotational speed of crank 12 = number of rotations of crank 12 per minute η: Efficiency (predetermined constant)

  The control unit 62 generates the braking force B by causing the motor 48 to perform a braking operation or a regenerative operation. When the control unit 62 causes the motor 48 to perform a regenerative operation to generate the braking force B, the battery 44 is configured to be able to be charged by electric energy generated by the regenerative operation of the motor 48. The control unit 62 controls the drive circuit 50 to cause the motor 48 to perform a regenerative operation. When the control unit 62 does not cause the motor 48 to perform a regenerative operation and generates the braking force B, for example, the control unit 62 causes the motor 48 to perform DC braking. The controller 62 may convert electrical energy into thermal energy by electrically connecting a resistor to the motor 48.

  The control unit 62 controls the electric actuator 46 so as to generate the braking force B when the power WH of the human driving force H decreases. The control unit 62 controls the electric actuator 46 to generate the braking force B when the crank 12 rotates in the first direction A1 and when the work rate WH of the human driving force H decreases. It is preferable that the control unit 62 increases the braking force B as the reduction amount of the power WH of the human driving force H increases.

  When the power WH of the human power driving force H does not change, the control unit 62 controls the electric actuator 46 so that the braking device 42 does not perform braking according to the power WH of the human power driving force H. When the power WH of the human power driving force H increases, the control unit 62 controls the electric actuator 46 so that the braking device 42 does not perform braking according to the power WH of the human power driving power H.

  When the ratio R changes, the control unit 62 controls the electric actuator 46 so as not to perform braking by the braking device 42 according to the work rate WH of the human driving force H.

  In one example, the control unit 62 is configured to be switchable between a first control state and a second control state. In the first control state, the control unit 62 controls the electric actuator 46 to generate the braking force B according to the power WH of the human power driving force H input to the human power driving vehicle 10. In the second control state, the control unit 62 controls the electric actuator 46 so as not to generate the braking force B according to the power WH of the human power driving force H input to the human power driving vehicle 10. The first control state and the second control state are switched by, for example, operation of an operation unit that can be operated by the user. The operation unit may be included in the human-powered vehicle 10 or may be included in an external device that can be connected to the control unit 62.

  With reference to FIG. 3, the process which brakes with the electric actuator 46 is demonstrated. When power is supplied from the battery 44 to the control unit 62, the control unit 62 starts processing and proceeds to step S11 of the flowchart shown in FIG. As long as power is supplied, the control unit 62 executes the processing from step S11 every predetermined period.

  In step S11, the controller 62 determines whether or not the crank 12 is rotating in the first direction A1. When the crank 12 is not rotating in the first direction A1, the control unit 62 ends the process. When determining that the crank 12 is rotating in the first direction A1, the control unit 62 proceeds to step S12.

  In step S12, the control unit 62 determines whether or not the work rate WH of the human power driving force H is reduced. When the control unit 62 determines that the power WH of the human driving force H has not decreased, the process ends. For this reason, the control unit 62 does not perform braking by the electric actuator 46 when the power WH of the human power driving force H is increasing and when the power WH of the human power driving force H is not changed. In step S12, the control unit 62 may determine that the power WH of the human power driving force H is decreased when the amount of decrease in the power WH of the human power driving force H is equal to or greater than the predetermined value DW. In this case, braking by the electric actuator 46 due to minute fluctuations in the work rate WH of the human driving force H is suppressed. If the control part 62 determines in step S12 that the work rate WH of the human power driving force H is decreasing, the control part 62 proceeds to step S13.

  In step S13, the controller 62 determines whether the ratio R has changed. Specifically, when it is determined that the ratio R has changed a predetermined time before the determination in step S13, the control unit 62 determines that the ratio R has changed. When the ratio between the rotational speed N of the crank 12 detected by the crank rotation sensor 66 and the vehicle speed sensor 68 and the vehicle speed V changes, the control unit 62 determines that the ratio R has changed. The control unit 62 may determine that the ratio R has changed when the transmission 28 is controlled to change the ratio R. The control unit 62 may determine that the ratio R has changed according to a signal from the shift sensor when the operating state of the transmission 28 has changed. For example, when the shift operation device 34 is operated, the control unit 62 may determine that the ratio R has changed when a shift signal is received. If the control unit 62 determines that the ratio R has changed, the process ends. If the controller 62 determines that the ratio R has not changed, the controller 62 proceeds to step S14.

  In step S14, the control unit 62 controls the electric actuator 46, causes the motor 48 to perform a braking operation or a regenerative operation, and ends the process. In step S14, when the control unit 62 causes the motor 48 to perform a regenerative operation, when the charge level of the battery 44 is equal to or lower than the first level, the electric energy is charged into the battery 44, and the charge level of the battery 44 exceeds the first level. It is preferred that electrical energy be consumed by the resistor. In step S14, the control unit 62 preferably controls the electric actuator 46 so that the braking force B increases as the amount of decrease in the power WH of the human driving force H increases. In step S14, the controller 62 may control the electric actuator 46 so that a predetermined braking force B is generated.

(Modification)
The description related to the above embodiment is an example of a form that can be taken by the control device for manpowered vehicle and the braking system for manpowered vehicle according to the present invention, and is not intended to limit the form. The control device for human-powered vehicles and the braking system for human-powered vehicles according to the present invention may take a form in which, for example, the following modified example of the above-described embodiment and at least two modified examples not contradicting each other are combined. In the following modified examples, the same reference numerals as those in the embodiment are given to portions common to the embodiment, and the description thereof is omitted.

  The control unit 62 may control the electric actuator 46 to generate the braking force B when the power WH of the human driving force H is equal to or less than a predetermined value W1. For example, the process in step S12 shown in FIG. 3 is changed to the process in step S21 in FIG. If the control unit 62 determines in step S11 that the crank 12 is rotating in the first direction A1, the process proceeds to step S21. In step S21, the controller 62 determines whether or not the power WH of the human driving force H is equal to or less than a predetermined value W1. When the power WH of the human driving force H is greater than the predetermined value W1, the control unit 62 ends the process. When the power WH of the human driving force H is less than the predetermined value W1, the control unit 62 proceeds to step S13.

  The control unit 62 may control the electric actuator 46 so that the braking force B is reduced when the ratio R changes compared to before the ratio R changes. For example, step S31 and step S32 shown in FIG. 5 are added to the process of FIG. If the controller 62 determines in step S13 that the ratio R has changed, the controller 62 proceeds to step S31. In step S31, the controller 62 determines whether or not the braking force B is generated. When the control unit 62 determines that the braking force B is not generated, the process ends. When determining that the braking force B is being generated, the control unit 62 proceeds to step S32. In step S <b> 32, the control unit 62 controls the electric actuator 46 so that the braking force B decreases, and ends the process. In the process of FIG. 5, when the ratio R changes, the control unit 62 may control the electric actuator 46 so that the braking force B becomes smaller every control cycle, and when the process of step S32 is executed for the first time. In addition, the electric actuator 46 may be controlled so that the braking force becomes zero.

  -When the work rate WH of the human power driving force H is increased, the control unit 62 is an electric actuator so that the braking force B is decreased as compared with the braking force B before the power rate WH of the human power driving force H is increased. 46 may be controlled. For example, step S40, step S41, and step S42 shown in FIG. 6 are added to the process of FIG. If the control unit 62 determines in step S12 that the power WH of the human driving force H has not decreased, the control unit 62 proceeds to step S40. In step S40, the controller 62 determines whether or not the work rate WH of the human driving force H is increasing. If the control unit 62 determines that the power WH of the human driving force H has not increased, the process ends. When the control unit 62 determines that the power WH of the human driving force H is increasing, the control unit 62 proceeds to step S41. In step S41, the controller 62 determines whether or not the braking force B is generated. When the control unit 62 determines that the braking force B is not generated, the process ends. When determining that the braking force B is generated, the control unit 62 proceeds to step S42. In step S42, the control unit 62 controls the electric actuator 46 so that the braking force B decreases, and ends the process. In the process of FIG. 6, when the work rate WH of the human driving force H increases, the control unit 62 may control the electric actuator 46 so that the braking force B decreases for each control cycle. When the process is executed, the electric actuator 46 may be controlled so that the braking force becomes zero.

-Step S31 and step S32 shown in FIG. 5 may be added to the processing of FIG.
-The process of step S11 can also be abbreviate | omitted in the process of FIGS. 3-6 and the process of the modification.
In the processes of FIGS. 3, 4, and 6, the process of step S13 can be omitted.

  As shown in FIG. 7, the braking device 42 may be changed to a braking device 80 including a friction part 80 </ b> A that generates a braking force B by contacting a part of the human-powered vehicle 10. The friction part 80A is connected to the electric actuator 82. The braking device 80 in FIG. 7 is a disc brake, but the braking device 80 may be a rim brake, a drum brake, a roller brake, or the like. The braking device 80 brakes the wheel by bringing the friction portion 80A into contact with a disc brake rotor 80B provided on the wheel so as to rotate integrally with the wheel. When the braking device 80 is a rim brake, the braking device 80 brakes the wheel by bringing the friction portion 80A into contact with the rim of the wheel. The friction portion 80A includes a brake pad or a brake shoe. The electric actuator 82 may be provided so that the cable for operating the braking device 80 can be pulled, or may be configured to control the hydraulic pressure of the hydraulic cable for operating the braking device 80, and directly operates the friction portion 80A. You may provide in the braking device 80 so that it may make.

  -In 1st Embodiment and its modification, it is good also as a structure containing the braking device 80 in addition to the braking device 42. FIG.

  The control unit 62 may control the motor 48 so as not to assist the propulsion of the human-powered vehicle 10. In this case, the motor 48 may perform only braking of the human-powered vehicle 10.

  The control unit 62 may control the transmission 28 to automatically shift according to a predetermined parameter. The predetermined parameter includes at least one of the rotational speed N of the crank 12, the vehicle speed V, and the human power driving force H.

  The work rate WH of the human power driving force H may be calculated from the running resistance RR of the human power driving vehicle 10. The travel resistance RR of the human-powered vehicle 10 is at least one of the air resistance RRa, the rolling resistance RRr of the wheels of the human-powered vehicle 10, the gradient resistance RRe of the travel path of the human-powered vehicle 10, and the acceleration resistance RRc of the human-powered vehicle 10. Including one. In this case, control device 60 detects air resistance RRa, wheel rolling resistance RRr of manpower driven vehicle 10, gradient resistance RRe of the travel path of manpower driven vehicle 10, and acceleration resistance RRc of manpower driven vehicle 10. It is preferable that a running resistance detection unit is included. The running resistance detection unit includes, for example, a wind speed sensor, an acceleration sensor, and an inclination sensor. The control unit 62 calculates the work rate WH by multiplying the running resistance RR of the human-powered vehicle 10 by the vehicle speed V of the human-powered vehicle 10 and dividing by the transmission efficiency of the human-powered vehicle H. More specifically, the power WH of the human driving force H can be obtained by the following equation (2). When the travel resistance RR is determined by the air resistance RRa, the wheel rolling resistance RRr of the human-powered vehicle 10, the gradient resistance RRe of the travel path of the human-powered vehicle 10, and the acceleration resistance RRc of the human-powered vehicle 10, the travel resistance RR is The following equation (3) can be obtained. The air resistance RRa can be obtained by the following equation (4), for example. The wheel rolling resistance RRr of the human-powered vehicle 10 can be obtained, for example, by the following equation (5). The gradient resistance RRe of the travel path of the human-powered vehicle 10 can be obtained by the following equation (6), for example. The acceleration resistance RRc of the human-powered vehicle 10 can be obtained by, for example, the following expression (7).

Power WH = RR × V / η (2)
RR: running resistance V: speed η: transmission efficiency (predetermined constant)

RR = RRa + RRr + RRe + RRc (3)
RRa: Air resistance RRr: Rolling resistance of wheels of human-powered vehicle 10 RRe: Gradient resistance of travel path of human-powered vehicle 10 RRc: Acceleration resistance of human-powered vehicle 10

RRa = CA (V−Va) ² (4)
C: Air resistance coefficient (predetermined constant)
A: Front projection area (predetermined constant)
Va: Wind speed

RRr = μmg (5)
μ: Rolling resistance coefficient (predetermined constant)
m: gross weight (predetermined constant)
g: Gravity acceleration

RRe = mg · sinθ (6)
θ: Inclination angle

RRc = ma (7)
a: Acceleration

  DESCRIPTION OF SYMBOLS 10 ... Human drive vehicle, 12 ... Crank, 14 ... Drive wheel, 40 ... Braking system for human drive vehicle, 42, 80 ... Braking device, 44 ... Battery, 46, 82 ... Electric actuator, 48 ... Motor, 60 ... Human drive Control device for vehicle, 62... Control unit, 80A... Friction unit.

Claims (15)

A control unit that controls a braking device that changes the braking force of the human-powered vehicle by an electric actuator;
The said control part is a control apparatus for manpower drive vehicles which controls the said electric actuator according to the work rate of the manpower drive force input into the said manpower drive vehicle.   The control device for a human-powered vehicle according to claim 1, wherein the control unit controls the electric actuator to generate the braking force when the power of the human-powered driving force decreases.   The control device for a human-powered vehicle according to claim 2, wherein the control unit increases the braking force as the amount of decrease in the work rate of the human-powered driving force increases. The human-powered vehicle includes a crank to which the human-powered driving force is input, and moves forward by rotating the crank in a first direction,
The said control part controls the said electric actuator so that the said braking force may be generated when the said crank rotates in a 1st direction and the work rate of the said human power driving force falls. The control apparatus for human-powered vehicles described in 1.   When the ratio of the rotational speed of the driving wheel of the human-powered vehicle to the rotational speed of the input rotating body to which the human-powered driving force of the human-powered vehicle is input is changed, the control unit increases the power of the human-powered driving force. The control apparatus for human-powered vehicles according to any one of claims 1 to 4, wherein the electric actuator is controlled so as not to perform braking by the corresponding braking device.   When the ratio of the rotational speed of the driving wheel of the human-powered vehicle to the rotational speed of the input rotating body to which the human-powered driving force of the human-powered vehicle is input is changed, the control unit is compared with before the ratio is changed. The human-powered vehicle control device according to any one of claims 1 to 4, wherein the electric actuator is controlled to reduce the braking force.   The said control part controls the said electric actuator not to perform the braking by the said braking device according to the work rate of the said manpower driving force, when the work rate of the said manpower driving force does not change. The control apparatus for human-powered vehicles as described in any one of Claims.   The said control part controls the said electric actuator not to perform the braking by the said braking device according to the work rate of the said manpower driving force, when the work rate of the said manpower driving force rises. The control apparatus for human-powered vehicles as described in any one of Claims.   The control unit controls the electric actuator so that the braking force decreases when the power of the human power driving force increases, compared to the braking force before the power of the human power driving force increases. The control apparatus for human-powered vehicles as described in any one of Claims 1-7.   The human-powered vehicle according to any one of claims 1 to 9, wherein the control unit controls the electric actuator to generate the braking force when a power of the human-powered driving force is a predetermined value or less. Control device. The controller is
A first control state for controlling the electric actuator so as to generate the braking force in accordance with a power of a human driving force input to the human driving vehicle;
11. The second control state in which the electric actuator is controlled so as not to generate the braking force according to the power of human power driving force input to the human power driving vehicle is configured to be switchable. The control apparatus for human-powered vehicles as described in any one of these. A human-powered vehicle control device according to any one of claims 1 to 11,
A braking system for a human-powered vehicle including the braking device. The electric actuator includes a motor that assists the propulsion of the human-powered vehicle,
The braking system for a human-powered vehicle according to claim 12, wherein the controller generates the braking force by causing the motor to perform a braking operation or a regenerative operation.   The braking system for a human-powered vehicle according to claim 13, further comprising a battery that can be charged by electric energy generated by the regenerative operation. The braking device includes a friction part that contacts the part of the human-powered vehicle and generates the braking force,
The braking system for a human-powered vehicle according to claim 12, wherein the friction portion is coupled to the electric actuator.