Control device for human-powered vehicles

Abstract

To provide a control system capable of detecting the degree of inclination of a man-powered vehicle according to traveling.SOLUTION: A controller 100 for a man-powered vehicle is installed on a man-powered vehicle on the basis of at least one of vehicle body information concerning a vehicle body 10 of the man-power vehicle and load information concerning a load working on the man-power vehicle 1 and establishes a change in a virtual inclination angle when a rider rides, of a sensor 50 detecting at least one of an acceleration and an inclination. At least one of the vehicle information and the load information may be input from an external controller 60 into the controller 100.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a control device for a human-powered vehicle. [Background technology]

[0002] Conventionally, control devices for human-powered vehicles have been known. For example, Patent Document 1 discloses a human-powered vehicle equipped with an inclination sensor that detects the inclination angle in the fore-and-aft direction of the human-powered vehicle and a control device that controls the assist power in accordance with the detected inclination angle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-113021 Summary of the Invention [Problem to be solved by the invention]

[0004] When a rider gets on a human-powered vehicle, part of the vehicle body sinks, which can cause the tilt sensor's detection value to deviate from the initial setting for the tilt angle. If the human-powered vehicle is traveling with the tilt sensor's detection value deviating from the initial setting, it becomes difficult to detect how much the human-powered vehicle is tilting as it travels.

[0005] An object of the present disclosure is to provide a control system that can detect how much a human-powered vehicle leans as it travels. [Means for solving the problem]

[0006] A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, and is configured to: , Se Set the virtual tilt angle change of the sensor when the rider is riding. The sensor is mounted on the human-powered vehicle and detects at least one of acceleration and tilt. . The control device of the first aspect can detect how much the human-powered vehicle leans as it travels.

[0007] In the control device of the second aspect according to the first aspect, at least one of the vehicle body information and the load information is input to the control device from an external control device. According to the control device of the second aspect, it is possible to easily input at least one of the vehicle body information and the load information.

[0008] In the control device of the third aspect according to the first aspect, the vehicle body information includes at least one of tire air pressure of the human-powered vehicle, frame geometry of the human-powered vehicle, a lockout state of the suspension of the human-powered vehicle, a suspension model, a damping rate of the suspension, and whether or not the suspension has a rear suspension. According to the control device of the third aspect, since the vehicle body information includes parameters that have a relatively large effect on the tilt angle of the human-powered vehicle, it is possible to easily make the virtual tilt angle change that is set closer to the actual tilt angle change.

[0009] In the control device of the fourth aspect according to the first aspect, the load information includes at least one of the rider's weight, height, riding posture, and gender. According to the control device of the fourth aspect, the load information includes parameters that have a relatively large effect on the tilt angle of the human-powered vehicle, so that the virtual tilt angle change that is set can be easily made to approximate the actual tilt angle change.

[0010] In the control device of the fifth aspect according to the third aspect, the control device sets different virtual tilt angle changes based on the same information when the suspension does not have a rear suspension but has a front suspension and when the suspension has the rear suspension and a front suspension. According to the control device of the fifth aspect, the difference in the change in the lean angle depending on whether or not the rear suspension is present can be reduced.

[0011] In the control device of the sixth aspect according to the first aspect, the control device increases or decreases an initial setting value for the tilt angle of the sensor in setting the virtual tilt angle change. According to the control device of the sixth aspect, it is possible to reduce deviations of the detected values ​​of the sensors from the initial set values ​​caused by the rider riding the vehicle.

[0012] In the control device of the seventh aspect according to the first aspect, the control device increases or decreases the detection value of the sensor in setting the virtual tilt angle change. According to the control device of the seventh aspect, it is possible to reduce deviations of the detected values ​​of the sensors from the initial set values ​​caused by the rider riding the vehicle.

[0013] In the control device of an eighth aspect according to the first aspect, in setting the virtual tilt angle change, the control device sets processing data corresponding to an angle in which the virtual tilt angle change is reflected in the detection value of the sensor. According to the control device of the eighth aspect, it is possible to reduce deviations of the detected values ​​of the sensors from the initial set values ​​caused by the rider riding the vehicle.

[0014] In a control device of a ninth aspect according to the second aspect, the external control device includes an electronic device configured to communicate wirelessly with the control device. According to the control device of the ninth aspect, at least one of the vehicle body information and the load information can be input to the control device by wireless communication, which makes it possible to easily input at least one of the vehicle body information and the load information. [Effects of the Invention]

[0015] The control device of the present disclosure can detect how much the human-powered vehicle leans as it travels. [Brief explanation of the drawings]

[0016] [Figure 1] 1 is a side view showing a human-powered vehicle including a control device according to a first embodiment. [Figure 2] FIG. 2 is a block diagram showing an example of a control device according to the first embodiment. [Figure 3]FIG. 4 is a block diagram showing an example of a control device according to a modified example of the first embodiment. [Figure 4] 4 is a flowchart showing a control flow in the first embodiment. [Figure 5] FIG. 10 is a block diagram showing an example of a control device according to a second embodiment. [Figure 6] 10 is a flowchart showing a control flow in a third embodiment. [Figure 7] 10 is a flowchart showing a control flow in the fourth embodiment. [Figure 8] (a) Graph showing the relationship between rider weight and lean angle of the motorcycle. (b) Graph showing the relationship between mileage and the difference in lean angle with and without suspension lockout. [Figure 9] (a) Graph showing the relationship between the lean angle of the human-powered vehicle and the frequency of the lean angle when the calibration value is set to half the actual deviation. (b) Graph showing the relationship between the lean angle of the human-powered vehicle and the frequency of the lean angle when the calibration value is set to the same as the actual deviation. DETAILED DESCRIPTION OF THE INVENTION

[0017] (First embodiment) A control device 100 for a human-powered vehicle according to a first embodiment and a human-powered vehicle 1 including the control device 100 will be described. The human-powered vehicle control device 100 and the human-powered vehicle 1 including the control device 100 will be described primarily using FIGS. 1 and 2. The human-powered vehicle 1 is a vehicle that has at least one wheel and can be propelled at least by human-powered driving force. The human-powered vehicle 1 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbent bikes. The number of wheels that the human-powered vehicle 1 has is not limited. The human-powered vehicle 1 includes, for example, unicycles and vehicles with two or more wheels. The human-powered vehicle 1 is not limited to vehicles that can be propelled solely by human-powered driving force. The human-powered vehicle 1 also includes E-bikes that use not only human-powered driving force but also the driving force of an electric motor for propulsion. E-bikes include electrically assisted bicycles whose propulsion is assisted by an electric motor. In the following embodiments, the human-powered vehicle 1 will be described as a bicycle.

[0018] The human-powered vehicle 1 comprises a vehicle body 10, a front wheel 12, a rear wheel 14, a handlebar 16, a saddle 18, and a drive mechanism 20. In the following description, terms representing the front-to-rear, left-to-right, and up-to-down directions are used based on the directions when a rider is seated on the saddle 18 of the human-powered vehicle 1.

[0019] The vehicle body 10 includes a frame 10A and a front fork 10B. A front wheel 12 is rotatably supported on the end of the front fork 10B via a front wheel axle 12A. A rear wheel 14 is rotatably supported on the rear end of the frame 10A via a rear wheel axle 14A. A handlebar 16 is supported on the frame 10A so that the direction of travel of the front wheel 12 can be changed.

[0020] The drive mechanism 20 transmits human-powered driving force to the rear wheel 14 by chain drive, belt drive, or shaft drive. FIG. 1 illustrates a chain-drive drive mechanism 20. The drive mechanism 20 includes a crank 22, a front sprocket 24A, a rear sprocket 24B, a chain 26, and a pair of pedals 28, 28. The drive mechanism 20 may further include a chain device or a chain tensioner for stably holding the chain 26.

[0021] The crank 22 includes a right crank 22A, a left crank 22B, and a crankshaft 22C. The crankshaft 22C is rotatably supported by the frame 10A. The right crank 22A and the left crank 22B are each connected to the crankshaft 22C. One of a pair of pedals 28, 28 is rotatably supported by the right crank 22A, and the other is rotatably supported by the left crank 22B.

[0022] The front sprocket 24A is connected to the crankshaft 22C and rotates integrally with the crankshaft 22C. In one example, the front sprocket 24A is a sprocket assembly made up of multiple sprockets with different outer diameters. When the front sprocket 24A includes multiple sprockets, the outer diameters of the multiple front sprockets increase from the center plane of the vehicle body 10 outward in a direction parallel to the rotational axis of the crankshaft 22C.

[0023] The rear sprocket 24B is rotatably supported on the hub of the rear wheel 14. In one example, the rear sprocket 24B is a sprocket assembly made up of multiple sprockets with different outer diameters. When the rear sprocket 24B includes multiple sprockets, the outer diameters of the multiple front sprockets decrease from the center plane of the vehicle body 10 outward in a direction parallel to the rotational axis of the crankshaft 22C.

[0024] The chain 26 is wound around the front sprocket 24A and the rear sprocket 24B. When the crank 22 rotates forward due to the manual driving force applied to the pedals 28, 28, the front sprocket 24A rotates forward together with the crank 22. The rotation of the front sprocket 24A is transmitted to the rear sprocket 24B via the chain 26, causing the rear wheel 14 to rotate.

[0025] The human-powered vehicle 1 includes components 30. The components 30 include at least one of an alarm device 31, a lighting device 32, a braking device 33, a gearbox 34, a suspension device 35, a driving assistance device 38, and an adjustable seat post 39. The human-powered vehicle 1 further includes an operating device 44 that switches the control state of at least one of the components 30, and a battery unit 46 that supplies power to the components 30.

[0026] The notification device 31 notifies the rider of various types of information. The notification device 31 is provided, for example, on the handlebar 16. In one example, the notification device 31 is a display device including a liquid crystal display panel or the like, and displays at least one piece of information including letters, figures, and symbols based on a control signal input from the outside. In another example, the notification device 31 is an audio output device including a speaker or the like, and outputs audio based on a control signal input from the outside. The notification device 31 is not limited to audio, and may be configured to output sounds such as warning sounds, or to generate vibrations. The notification device 31 does not need to be an independent device, and may be a device mounted on the control device 100.

[0027] The lighting device 32 illuminates the direction of travel of the human-powered vehicle 1. The lighting device 32 is provided, for example, on the front fork 10B. In another example, the lighting device 32 is provided on the handlebar 16. The lighting device 32 is configured to turn on, blink, or turn off in accordance with a control signal input from outside.

[0028] The brake device 33 applies a braking force to the front wheel 12. The brake device 33 includes an electric drive unit 33A, a caliper 33B, and a brake operation device 33C. The electric drive unit 33A includes an electric motor that operates the caliper 33B and a drive circuit that drives the electric motor. The caliper 33B includes brake pads that can come into contact with the wheel of the front wheel 12. The brake operation device 33C is provided, for example, on the handlebar 16 and receives operation by the rider to apply the brakes. The electric drive unit 33A of the brake device 33 drives the electric motor in response to operation of the brake operation device 33C, and operates the caliper 33B to bring the brake pads into contact with the wheel of the front wheel 12 and attenuate the rotational force of the front wheel 12. The brake device 33 may be configured to operate in a plurality of control states that provide different braking forces.

[0029] The brake device 33 may be a disc brake. In a disc brake, for example, an electric motor controls fluid to move brake pads and press the brake pads against a rotor, thereby attenuating the rotational force of the front wheel 12 or the rear wheel 14. The disc brake may also be configured to directly move the brake pads using an electric motor and press the brake pads against a rotor, thereby attenuating the rotational force of the front wheel 12 or the rear wheel 14.

[0030] A brake device 33 is also provided for the rear wheel 14. The front and rear brake devices 33 may share a brake operation device 33C. The front and rear brake devices 33 may each be provided with a brake operation device 33C. The configuration of the brake device 33 provided for the rear wheel 14 is similar to that of the brake device 33 for the front wheel 12, and therefore a description thereof will be omitted.

[0031] The transmission 34 is a device that changes the gear ratio of the human-powered vehicle 1. The transmission 34 includes an electric drive unit 34A, the operation of which is controlled based on a control signal output in response to the operation of the operating device 44. The electric drive unit 34A includes a drive circuit and an electric motor. The transmission 34 drives the electric motor included in the electric drive unit 34A to change the sprocket around which the chain 26 is wound, thereby changing the gear ratio of the human-powered vehicle 1.

[0032] An example of the transmission 34 is an external gearbox. More specifically, the transmission 34 is a rear derailleur. When the transmission 34 is a rear derailleur, the rear sprocket 24B includes multiple sprockets with different outer diameters. When the drive circuit of the electric drive unit 34A receives a control signal from the operation device 44 instructing an upshift, the drive circuit of the electric drive unit 34A, for example, selects the sprocket around which the chain 26 is wound. low From the side top When a control signal instructing a downshift is received from the operation device 44, the drive circuit of the electric drive unit 34A drives the electric motor to change the sprocket around which the chain 26 is wound, for example. top From the side low The electric motor is driven to change the direction of rotation to the left side.

[0033] The transmission 34 may be a front derailleur. When the transmission 34 is a front derailleur, the front sprocket 24A includes multiple sprockets with different outer diameters. The transmission 34 may include both a front derailleur and a rear derailleur. The transmission 34 may be an internal transmission. When the transmission 34 is an internal transmission, the transmission 34 is mounted, for example, on the hub of the rear wheel 14, and transmits the rotation input to the rear sprocket 24B to the rear wheel 14 after changing its speed. The transmission 34 is not limited to an external transmission or an internal transmission, but may also be a continuously variable transmission.

[0034] The suspension device 35 includes a front suspension 36 provided on the front fork 10B and configured to dampen shocks applied to the front wheel 12. The suspension device 35 may also include a rear suspension 37 that dampens shocks applied to the rear wheel 14. The suspension device 35 includes an electric drive unit 35A whose operation is controlled based on a control signal output in response to operation of the operating device 44. The electric drive unit 35A includes a drive circuit and an electric motor. The suspension device 35 is controlled by setting a damping rate, a stroke amount, and a lockout state as operating parameters. The suspension device 35 may be configured to operate in a plurality of control states with different shock absorption properties.

[0035] The drive assist device 38 is a device for assisting manual driving and is provided to the drive mechanism 20. The drive assist device 38 includes an electric drive unit 38A, the operation of which is controlled based on a control signal input from an external device. The electric drive unit 38A includes a drive circuit and an electric motor, and the drive circuit drives the electric motor to assist manual driving. The operation of the electric drive unit 38A may be controlled based on a control signal output in response to operation of the operating device 44. The drive assist device 38 can operate in multiple control states with different assist forces for assisting manual driving. The control state of the drive assist device 38 is also referred to as an assist level. The drive assist device 38 changes the assist level, for example, depending on the manual driving force acting on the crank 22. For example, if there are four assist levels, they include a strong assist level, a medium assist level, a weak assist level, and a zero assist level. At the zero assist level, no assistance is provided by the drive assist device 38.

[0036] The adjustable seat post 39 is attached to the frame 10A. The adjustable seat post 39 is equipped with an electric drive unit 39A whose operation is controlled based on a control signal output in response to the operation of the operating device 44. The electric drive unit 39A includes an electric actuator that raises and lowers the saddle 18 relative to the frame 10A, and a drive circuit that drives the electric actuator. The adjustable seat post 39 is controlled by setting the support position of the saddle 18 relative to the frame 10A.

[0037] The operating device 44 is provided on, for example, the handlebar 16. The operating device 44 includes operating switches 44A and 44B that are operated by the rider's fingers. The operating switches 44A and 44B are switches for switching the control state of at least one of the alarm device 31, the lighting device 32, the brake device 33, the gear shift device 34, the suspension device 35, the drive assist device 38, and the adjustable seat post 39.

[0038] The number of operating devices 44 mounted on the human-powered vehicle 1 does not have to be one, and may be multiple. In the example shown in Fig. 1, the operating device 44 is configured to include two operating switches 44A and 44B, but it may also be configured to include one, or three or more operating switches. The operating device 44 is not limited to a configuration including a switch, and may also be configured to include an operating lever, an operating dial, or the like.

[0039] The operation device 44 is connected to the control device 100 so that vehicle body information and load information, which will be described later, can be input to the control device 100 by operating the operation switch 44A or the operation switch 44B. The operation device 44 is connected to each component 30 so that a control signal corresponding to the operation of the operation switch 44A or the operation switch 44B can be transmitted to the component 30 to be controlled. In one example, the operation device 44 is connected to the component 30 to be controlled by a communication line or an electric line capable of PLC (Power Line Communication). In another example, the operation device 44 is connected to the component 30 to be controlled by a wireless communication unit capable of wireless communication.

[0040] In this embodiment, the human-powered vehicle 1 includes a battery unit 46 that supplies power to at least one of the aforementioned components 30. The battery unit 46 includes a battery 46A and a battery holder 46B. The battery 46A is a storage battery including one or more battery cells. The battery holder 46B is fixed to the frame 10A of the human-powered vehicle 1. The battery 46A is detachable from the battery holder 46B. The battery 46A is electrically connected to the alarm device 31, the lighting device 32, the brake device 33, the gear shift device 34, the suspension device 35, the drive assist device 38, and the adjustable seat post 39.

[0041] The human-powered vehicle 1 includes a sensor 50 that detects at least one of acceleration and inclination. In this embodiment, the sensor 50 is an inclination sensor 51. As in a modification shown in FIG. 3, the sensor 50 may be an acceleration sensor 52. In another example, the sensor 50 may include both the inclination sensor 51 and the acceleration sensor 52.

[0042] The inclination sensor 51 outputs a signal corresponding to the inclination angle of the human-powered vehicle 1. The inclination angle detected by the inclination sensor 51 is, for example, the angle of rotation around a pitch axis along the left-right direction of the human-powered vehicle 1. As an example, the inclination sensor 51 includes a sensor that detects the angular velocity of the pitch angle, and calculates the pitch angle as the integrated value of the angular velocity around the pitch axis. The inclination sensor 51 may also be configured to measure the angle of rotation around a roll axis along the fore-and-aft direction of the human-powered vehicle 1, and the rotation speed around a yaw axis along the up-and-down direction of the human-powered vehicle 1.

[0043] The acceleration sensor 52 outputs a signal corresponding to the acceleration of the human-powered vehicle 1. The acceleration sensor 52 is configured to be able to detect at least one of the yaw angle, roll angle, and pitch angle of the human-powered vehicle 1. Preferably, the acceleration sensor 52 is configured to be able to detect all of the yaw angle, roll angle, and pitch angle of the human-powered vehicle 1.

[0044] The human-powered vehicle 1 may further include a load sensor 53 and an attitude sensor 54. The load sensor 53 outputs a signal corresponding to the load acting on the human-powered vehicle 1. An example of the load sensor 53 is a strain gauge load cell. The load sensor 53 is provided on at least one of the front wheel axle 12A, the rear wheel axle 14A, the handlebar 16, the saddle 18, and each of the pedals 28. In this embodiment, the load sensor 53 is provided on the saddle 18 and each of the pedals 28.

[0045] The posture sensor 54 outputs a signal corresponding to the rider's posture. One example of the posture sensor 54 is a piezoelectric sensor, which is provided at multiple locations on the human-powered vehicle 1 where the rider's weight is applied. For example, the posture sensor 54 is provided at one or multiple locations, such as the grips on the handlebars 16, the surface of the saddle 18, and each pedal 28. In this embodiment, the posture sensor 54 is provided on the saddle 18. The posture sensor 54 may be a motion sensor provided in a wearable device worn by the rider. The posture sensor 54 may be a common sensor with at least one of the load sensors 53.

[0046] The human-powered vehicle 1 includes a control device 100. In one example, the control device 100 is a dedicated terminal such as a cycle computer provided on the human-powered vehicle 1. In another example, the control device 100 is a general-purpose terminal such as a smartphone, tablet terminal, or wearable terminal carried by the rider of the human-powered vehicle 1. The control device 100 sets a virtual tilt angle change while the rider is riding the human-powered vehicle, as measured by a sensor 50 mounted on the human-powered vehicle 1 and detecting at least one of acceleration and tilt, based on at least one of vehicle body information related to the body of the human-powered vehicle 1 and load information related to the load acting on the human-powered vehicle 1. In the following, the sensor 50 is referred to as an tilt sensor 51.

[0047] The tilt sensor 51 has an initial setting value for the tilt angle as a reference for the tilt angle to be detected. The initial setting value for the tilt angle of the tilt sensor 51 is set to "0" when the human-powered vehicle 1 is placed on a flat road surface and no rider is riding on the human-powered vehicle 1. When a rider rides the human-powered vehicle 1, a portion of the vehicle body 10 of the human-powered vehicle 1 sinks, which may cause the detection value of the tilt sensor 51 to deviate from the initial setting value. As shown in FIG. 1 , when the saddle 18 is located closer to the rear wheel 14 than the front wheel 12 in the fore-and-aft direction, the rear wheel 14 is more likely to sink than the front wheel 12.

[0048] When the detected value of the inclination sensor 51 deviates from the initial setting value, it becomes difficult to detect how much the human-powered vehicle 1 is tilting as it travels. The control device 100 according to this embodiment sets a virtual inclination angle change when the rider is riding in order to bring the initial setting value of the inclination sensor 51 when a rider is riding the human-powered vehicle 1 closer to zero. The virtual inclination angle change refers to the predicted amount of change in the inclination angle of the human-powered vehicle 1 that occurs when the rider rides. The control device 100 calibrates the initial setting value of the inclination sensor 51 based on the set virtual inclination angle change.

[0049] The vehicle body information used to set the virtual tilt angle change includes at least one of the tire air pressure of the human-powered vehicle 1, the geometry of the frame 10A of the human-powered vehicle 1, the lockout state of the suspension system 35 of the human-powered vehicle 1, the model of the suspension system 35, the damping rate of the suspension system 35, and the presence or absence of a rear suspension 37 of the suspension system 35. The vehicle body information is input to the control device 100 via the operating device 44.

[0050] The tire air pressure of the human-powered vehicle 1 includes at least one of the air pressure of the front wheels 12 and the air pressure of the rear wheels 14. The tire air pressure is obtained, for example, from a design value or a measured value measured in advance.

[0051] The geometry of the frame 10A of the human-powered vehicle 1 and the presence or absence of a rear suspension 37 of the suspension system 35 are obtained, for example, from the design data of the human-powered vehicle 1. The model of the suspension system 35 includes, for example, the model number of the suspension system 35, and is obtained, for example, from the design data of the human-powered vehicle 1. The damping rate of the suspension system 35 is obtained, for example, from a design value or a measured value measured in advance.

[0052] The load information used to estimate the virtual lean angle change includes at least one of the rider's weight, height, riding posture, and gender. The load information is input to the control device 100 via the operation device 44.

[0053] The load information may include information about the load acting on at least one of the front axle 12A, the rear axle 14A, the handlebar 16, the saddle 18, the crank 22, and each pedal 28. The load information may be acquired based on the output of the load sensor 53 during the rider's previous riding.

[0054] The configuration of the control device 100 will be described. FIG. 2 is used to explain the configuration of the control device 100. FIG. 2 is a block diagram showing the internal configuration of the control device 100 according to the first embodiment. The control device 100 includes a storage unit 102 and a control unit 104.

[0055] The storage unit 102 stores various control programs and information used in various control processes. The various control programs include a control program used when setting a virtual tilt angle change. The information used in the various control processes includes information used in a control process for setting a virtual tilt angle change. The storage unit 102 includes, for example, a non-volatile memory and a volatile memory.

[0056] The control unit 104 is configured to execute control related to the component 30. The control unit 104 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 104 may include one or more microcomputers. The control unit 104 is electrically connected to the storage unit 102.

[0057] The procedure for setting the virtual tilt angle change will be described below. The procedure for setting the virtual tilt angle change will be described with reference to Fig. 4. Fig. 4 is a flowchart for explaining the procedure for setting the virtual tilt angle change.

[0058] In step S1, the control unit 104 of the control device 100 acquires vehicle body information and load information of the human-powered vehicle 1. The control unit 104 may acquire the vehicle body information and load information via the operation device 44, or may acquire the vehicle body information and load information from information stored in the memory unit 102.

[0059] For example, among the vehicle body information, the geometry of the frame 10A, the damping rate of the suspension device 35, and the presence or absence of a rear suspension 37 may be input in advance by the manufacturer of the human-powered vehicle 1. Among the vehicle body information, the tire air pressure may be a value measured by an air gauge. The air gauge measurement value may be input by the rider. An air gauge may be installed in the human-powered vehicle 1, and the air gauge measurement value may be transmitted to the control unit 104. Among the vehicle body information, the lockout status of the suspension device 35 may be input by the rider. In another example, a sensor that detects lockout of the suspension device 35 may be installed in the human-powered vehicle 1, and the detection result of the sensor that detects lockout may be transmitted to the control unit 104.

[0060] For example, among the load information, the rider's weight, height, and gender may be input by the rider. Among the load information, the rider's riding posture may be input by the rider. The rider can set the riding posture to front load or rear load depending on the course to be traveled. In another example, the riding posture of the rider may be determined using a past detection value of the posture sensor 54 stored in the memory unit 102. After executing the process of step S1, the control unit 104 proceeds to step S2.

[0061] In step S2, the control unit 104 sets a virtual tilt angle change based on the vehicle body information and load information acquired in step S101 and the data stored in the storage unit 102.

[0062] The storage unit 102 stores data for setting a virtual tilt angle change based on at least one of the vehicle body information and the load information. The data for setting the virtual tilt angle change includes a function for calculating the virtual tilt angle change. The control unit 104 sets the virtual tilt angle change using at least one of the vehicle body information and the load information acquired in step S1 and the data stored in the storage unit 102. In this embodiment, the virtual tilt angle change is expressed as a positive value when the front of the vehicle body 10 slopes downward, and a negative value when the rear of the vehicle body 10 slopes downward. Hereinafter, the tilt angle may also be expressed as a tilt angle [%]. The tilt angle [%] is expressed as the degree of tilt of the human-powered vehicle 1 with respect to the horizontal plane.

[0063] The data for setting the virtual tilt angle change stored in the memory unit 102 is determined based on the relationship between vehicle body information, load information, and the tilt angle of the human-powered vehicle 1. The following describes a case where the load information includes the rider's weight. As shown in FIG. 8(a), the heavier the rider's weight, the greater the tilt angle [%]. The memory unit 102 stores, for example, a function that represents the relationship between the load information and the tilt angle, as shown in FIG. 8(a). The control unit 104 calculates the virtual tilt angle change by applying the load information, including the rider's weight, to the function.

[0064] In another example, data in which the rider's weight is divided into predetermined ranges and one value indicating a virtual lean angle change is assigned to each range is stored in the memory unit 102. The control unit 104 references the data stored in the memory unit 102 and sets the virtual lean angle change to a value corresponding to the input rider's weight.

[0065] The following describes a case where the vehicle body information includes the lockout state of the suspension system 35. In the graph shown in FIG. 8(b), the horizontal axis represents the travel distance of the human-powered vehicle 1, and the vertical axis represents the value obtained by subtracting the actual measured value of the tilt angle [%] when the front suspension 36 is locked out from the actual measured value of the tilt angle [%] when the front suspension 36 is not locked out. As shown in FIG. 8(b), the tilt angle of the human-powered vehicle 1 differs when the suspension system 35 is not locked out. Specifically, when the front suspension 36 is not locked out, the front portion of the vehicle body 10 is likely to sink. On the other hand, when the front suspension 36 is locked out, the front portion of the vehicle body 10 is less likely to sink. In one example, the control unit 104 sets the virtual tilt angle change when the front suspension 36 is locked out to a value that is more negative than the virtual tilt angle change when the front suspension 36 is not locked out.

[0066] The following describes a case where the vehicle body information includes the presence or absence of a rear suspension 37. The control device 100 sets different virtual tilt angle changes based on the same information when the suspension device 35 does not have a rear suspension 37 but has a front suspension 36 and when the suspension device 35 has a rear suspension 37 and a front suspension 36. The same information for setting the virtual tilt angle change is the vehicle body information and load information input to the control device 100, except for the presence or absence of a rear suspension 37. In one example, the control unit 104 sets the virtual tilt angle change when the suspension device 35 has a rear suspension 37 and a front suspension 36 to a value that is more negative than the virtual tilt angle change when the suspension device 35 does not have a rear suspension 37 but has a front suspension 36. After executing the process of step S2, the control device 104 proceeds to step S3.

[0067] In step S3, the control device 100 increases or decreases the initial setting value for the tilt angle of the sensor 50 in setting the virtual tilt angle change. Specifically, the control unit 104 increases or decreases the initial setting value of the tilt sensor 51 based on the virtual tilt angle change set in step S2. The control unit 104 calibrates the tilt sensor 51 by increasing or decreasing the initial setting value of the tilt sensor 51 by the amount of the virtual tilt angle change set in step S2. In one example, the initial setting value of the tilt sensor 51 before calibration is 0[%].

[0068] For example, if the virtual tilt angle set in step S2 is +2%, it is predicted that the output of the tilt sensor 51 will be +2% when the rider gets on the vehicle. When the human-powered vehicle 1 is traveling, in order to be able to detect the degree to which the human-powered vehicle 1 has tilted in response to traveling, the control unit 104 subtracts 2% from the initial setting value of the tilt sensor 51 to set the initial setting value to -2%. On the other hand, for example, if the virtual tilt angle set in step S2 is -2%, it is predicted that the output of the tilt sensor 51 will be -2% when the rider gets on the vehicle. When the human-powered vehicle 1 is traveling, in order to be able to detect the degree to which the human-powered vehicle 1 has tilted in response to traveling, the control unit 104 adds 2% to the initial setting value of the tilt sensor 51 to set the initial setting value to +2%. After executing the process of step S3, the control unit 104 proceeds to step S4.

[0069] In step S4, the control unit 104 acquires the detection value of the inclination sensor 51. When a rider gets on the vehicle, the control unit 104 can acquire the detection value of the inclination sensor 51 while the human-powered vehicle 1 is traveling. The detection value of the inclination sensor 51 reflects an increase or decrease in the initial setting value of the inclination sensor 51 in step S3. By reflecting an increase or decrease in the initial setting value in the detection value of the inclination sensor 51, it is possible to detect the inclination angle of the human-powered vehicle 1, for example, relative to when the human-powered vehicle 1 is traveling on a flat, paved road. After executing the processing of step S4, the control unit 104 proceeds to step S5.

[0070] In step S5, the control unit 104 generates a control signal for the component 30 based on the detection value of the tilt sensor 51 acquired in step S4. After executing the process of step S5, the control unit 104 proceeds to step S6. In step S6, the control unit 104 outputs the control signal generated in step S5 to the component 30 to be controlled, thereby controlling the component 30 to be controlled.

[0071] For example, if the component 30 to be controlled is the notification device 31, the notification device 31 notifies the rider of the tilt angle of the human-powered vehicle 1 based on a control signal output from the control unit 104. The control unit 104 can notify the rider of the tilt angle by having the notification device 31 notify the rider of the tilt angle.

[0072] For example, if the component 30 to be controlled is the lighting device 32, the control unit 104 may warn the rider by controlling the lighting device 32 to flash when the tilt angle is not within a preset range. For example, if the component 30 to be controlled is the braking device 33, the control unit 104 may execute control to change the braking force of the braking device 33 according to the tilt angle.

[0073] For example, if the component 30 to be controlled is a transmission 34, the control unit 104 can execute control to change the gear ratio of the transmission 34 according to the tilt angle. For example, if the component 30 to be controlled is a suspension unit 35, the control unit 104 can execute control to change the shock-absorbing properties of the suspension unit 35 according to the tilt angle.

[0074] For example, if the component 30 to be controlled is the drive assist device 38, the control unit 104 can execute control to change the assist level of the drive assist device 38 according to the tilt angle. For example, if the component 30 to be controlled is an adjustable seat post 39, the control unit 104 may control the operation of the adjustable seat post 39 to change the height position of the saddle 18. After performing the process of step S6, the control unit 104 ends the control flow shown in FIG. 4.

[0075] The control device 100 according to this embodiment sets a virtual tilt angle change based on at least one of vehicle body information and load information, and calibrates the sensor 50 based on the virtual tilt angle change, thereby reducing deviations from the initial setting value of the detection value of the sensor 50 that occur when the vehicle body 10 sinks as the rider gets on. By reducing deviations from the initial setting value of the detection value of the sensor 50, it is possible to detect how much the human-powered vehicle 1 has tilted as it is traveling. Furthermore, because the control device 100 sets a virtual tilt angle change based on at least one of vehicle body information and load information, and calibrates the sensor 50 based on the virtual tilt angle change, the sensor 50 can be calibrated regardless of whether a rider is on the vehicle or not.

[0076] (Second embodiment) A control device 100 for a human-powered vehicle according to a second embodiment, and a human-powered vehicle 1 including the control device 100, will be described. Fig. 5 is used to describe the control device 100 according to the second embodiment, and the human-powered vehicle 1 including the control device 100. Components that are common to the first embodiment are given the same reference numerals as in the first embodiment, and duplicated descriptions will be omitted.

[0077] In this embodiment, the control device 100 includes a communication unit 106. The communication unit 106 is configured to communicate with an external control device 60 via a wired or wireless connection. The external control device 60 may be a device owned by the manufacturer of the human-powered vehicle 1, a device owned by a manufacturer of parts for the human-powered vehicle 1, or a device owned by the rider. The external control device 60 may be a device external to the control device 100, or may be an input device installed in the human-powered vehicle 1. The external control device 60 includes an electronic device 61 configured to wirelessly communicate with the control device 100. The electronic device 61 is, for example, a general-purpose terminal such as a smartphone, tablet terminal, or wearable terminal carried by the rider of the human-powered vehicle 1. The rider can input vehicle body information and load information using the electronic device 61 of the external control device 60. At least one of the vehicle body information and the load information is input from the external control device 60 to the control device 100 through input by the rider.

[0078] The control device 100 is configured to allow input of vehicle body information and load information via the external control device 60, so that the rider can input the vehicle body information and load information even when he or she is in a location far from the human-powered vehicle 1. By inputting the vehicle body information and load information when he or she is in a location far from the human-powered vehicle 1, the rider can get on the human-powered vehicle 1 as soon as he or she arrives at the location where the human-powered vehicle 1 is parked. The control device 100 is configured to allow input of vehicle body information and load information via the electronic device 61 that is configured to communicate wirelessly with the control device 100, so that the vehicle body information and load information do not need to be input when the electronic device 61 is connected to the control device 100 by wire, and therefore the vehicle body information and load information can be input at any time.

[0079] (Third embodiment) A control device 100 for a human-powered vehicle according to a third embodiment, and a human-powered vehicle 1 including the control device 100, will be described. Fig. 6 is used to describe the control device 100 according to the third embodiment, and the human-powered vehicle 1 including the control device 100. Components that are common to the first embodiment are given the same reference numerals as in the first embodiment, and duplicated descriptions will be omitted.

[0080] A procedure for setting a virtual tilt angle change in the third embodiment will be described. Fig. 6 is a flowchart illustrating the procedure for setting a virtual tilt angle change. The flowchart in Fig. 6 according to the third embodiment differs from the flowchart in Fig. 4 according to the first embodiment in that steps S3-1 and S4-1 are executed instead of steps S3 and S4. A description of steps S1, S2, S5, and S6 will be omitted.

[0081] In step S3-1, the control unit 104 acquires the detection value of the tilt sensor 51. When a rider gets on the human-powered vehicle 1, the control unit 104 can acquire the detection value of the tilt sensor 51 while the human-powered vehicle 1 is traveling. After executing the process of step S3-1, the control unit 104 proceeds to step S4-1.

[0082] In step S4-1, the control device 100 increases or decreases the detection value of the sensor in setting the virtual tilt angle change. Specifically, the control unit 104 increases or decreases the detection value of the tilt sensor 51 based on the virtual tilt angle change set in step S2. By increasing or decreasing the detection value of the tilt sensor 51 by the amount of the virtual tilt angle change set in step S2, the control unit 104 calibrates the tilt sensor 51, thereby mitigating the effect of sinking of the vehicle body 10 when the rider is riding.

[0083] (Fourth embodiment) A control device 100 for a human-powered vehicle according to a fourth embodiment, and a human-powered vehicle 1 including the control device 100, will be described. Fig. 7 is used to describe the control device 100 according to the fourth embodiment, and the human-powered vehicle 1 including the control device 100. Components that are common to the first embodiment are given the same reference numerals as in the first embodiment, and duplicated descriptions will be omitted.

[0084] A procedure for setting a virtual tilt angle change in the fourth embodiment will be described. Fig. 7 is a flowchart illustrating the procedure for setting a virtual tilt angle change. The flowchart in Fig. 7 according to the fourth embodiment differs from the flowchart in Fig. 5 according to the first embodiment in that steps S3-2 and S5-2 are executed instead of steps S3, S4, and S5. A description of steps S1 and S2 will be omitted.

[0085] In step S3-2, the control device 100 sets processing data corresponding to the virtual tilt angle change, which is the angle in which the virtual tilt angle change is reflected in the sensor detection value, in setting the virtual tilt angle change. Specifically, the control unit 104 sets processing data for controlling the component 30 based on the virtual tilt angle change set in step S2 and the signal from the tilt sensor 51, rather than increasing or decreasing the initial setting value or detection value of the tilt sensor 51. The processing data is created in a format that enables generation of a control signal for the component 30 in step S5-2, which will be described later. For example, the memory unit 102 stores data in which the tilt angle of the human-powered vehicle 1 is divided into predetermined ranges and each range is assigned a letter, such as a, b, or c. The control unit 104 may set processing data assigned to one range based on the tilt angle detected by the tilt sensor 51 and the virtual tilt angle change set in step S2. After performing the process of step S3-2, the control unit 104 proceeds to step S5-1.

[0086] In step S5-2, the control unit 104 generates a control signal for the component 30 based on the processing data set in step S3-2. After performing the process of step S5-2, the control unit 104 proceeds to step S6. In step S6, the control unit 104 outputs the control signal generated in step S5-2 to the component 30 to be controlled, and controls the component 30 to be controlled.

[0087] (Variation) The description of each embodiment is merely an example of a form that the present invention can take, and is not intended to limit the present invention. For example, the present invention can take the form of a modified example of each embodiment shown below, or a combination of at least two modified examples that are not mutually contradictory.

[0088] For example, the configuration of the human-powered vehicle 1 in each embodiment is an example, and the human-powered vehicle 1 may include various devices not shown in each embodiment, or may be configured not to include some of the various devices shown in each embodiment.

[0089] The configurations illustrated in each embodiment may be combined with each other to the extent that they are not mutually contradictory. The process contents and process order of the flowcharts illustrated in each embodiment are examples, and the process contents and process order can be changed as appropriate within the scope of the present invention.

[0090] The configurations illustrated in each embodiment may be combined with each other to the extent that they are not mutually contradictory. The process contents and process order of the flowcharts illustrated in each embodiment are examples, and the process contents and process order can be changed as appropriate within the scope of the present invention.

[0091] The phrase "at least one" as used herein means "one or more" of the desired options. As an example, the phrase "at least one" as used herein means "only one option" or "both of two options" if the number of options is two. As another example, the phrase "at least one" as used herein means "only one option" or "any combination of two or more options" if the number of options is three or more.

[0092] 4, the control unit 104 calibrates the tilt sensor 51 by increasing or decreasing the initial setting value of the tilt sensor 51 by the amount of the virtual tilt angle change set in step S2, but the increase or decrease value in step S3 does not have to be the virtual tilt angle change itself. The increase or decrease value in step S3 may be, for example, about half the virtual tilt angle change set in step S2.

[0093] In the graphs shown in Figures 9(a) and 9(b), the horizontal axis represents the tilt angle [%] of the human-powered vehicle 1, and the vertical axis represents the frequency with which values ​​are detected by the sensor 50. As shown in Figure 9(b), it is assumed that the tilt angle of the human-powered vehicle 1 before the rider gets on is most frequently -2 [%] and the virtual tilt angle change is set to -2 [%]. If the virtual tilt angle change is set to -2 [%], when the control unit 104 increases the initial setting value of the tilt sensor 51 by 2 [%] in step S3, when the front suspension 36 is not locked out, the initial setting value of the tilt sensor 51 will be close to 0 [%]. However, when the front suspension 36 is locked out, the initial setting value of the tilt sensor 51 will be +2 [%], which has the opposite effect.

[0094] If the virtual tilt angle change is set to -2% in consideration of the lockout of the front suspension 36, the control unit 104 may increase the initial setting value of the tilt sensor 51 in step S3 by, for example, 1% which is half of the virtual tilt angle change. As shown in FIG. 9A, when the front suspension 36 is not locked out, the initial setting value of the tilt sensor 51 is -1%. When the front suspension 36 is locked out, the initial setting value of the tilt sensor 51 is 0%. This reduces the deviation of the initial setting value of the tilt sensor 51 depending on whether the front suspension 36 is locked out. With this configuration, the rider does not have to input the lockout state of the suspension system 35.

[0095] The sensor 50 that detects the tilt angle of the human-powered vehicle 1 is not limited to the tilt sensor 51, but may be an acceleration sensor 52 as shown in Fig. 3. If the sensor 50 is the acceleration sensor 52, the control device 100 can calibrate the acceleration sensor 52 based on the virtual tilt angle change.

[0096] In each embodiment, the human-powered vehicle 1 is configured so that the sensor 50 outputs the tilt angle of the human-powered vehicle 1 to the control device 100, but the tilt angle may also be calculated by the control device 100 based on the output from the sensor 50. When the tilt angle is calculated by the control device 100 based on the output from the sensor 50, the control device 100 may increase or decrease the tilt angle calculated based on the output from the sensor 50 by the amount of the virtual tilt angle change, and generate a control signal for the component 30 based on the tilt angle after the increase or decrease. [Explanation of symbols]

[0097] 1...human-powered vehicle, 10A...frame, 35...suspension device, 36...front suspension, 37...rear suspension, 51...inclination sensor, 52...acceleration sensor, 60...external control device, 61...electronic device, 100...control device

Claims

1. A control device for a human-powered vehicle, setting a virtual tilt angle change of the sensor when the rider is riding on the vehicle based on at least one of vehicle body information related to the vehicle body of the human-powered vehicle and load information related to the load acting on the human-powered vehicle; The sensor is mounted on the human-powered vehicle and detects at least one of acceleration and tilt.

2. At least one of the vehicle body information and the load information is input to the control device from an external control device. The control device according to claim 1 .

3. the vehicle body information includes at least one of tire air pressure of the human-powered vehicle, frame geometry of the human-powered vehicle, a lockout state of a suspension of the human-powered vehicle, a model of the suspension, a damping rate of the suspension, and whether or not the suspension has a rear suspension; The control device according to claim 1 .

4. The load information includes at least one of the rider's weight, height, riding posture, and gender. The control device according to claim 1 .

5. the control device sets the virtual tilt angle change differently based on the same information when the suspension does not have the rear suspension but has a front suspension and when the suspension has the rear suspension and the front suspension. The control device according to claim 3 .

6. the control device increases or decreases an initial setting value related to the tilt angle of the sensor in setting the virtual tilt angle change. The control device according to claim 1 .

7. the control device increases or decreases the detection value of the sensor in setting the virtual tilt angle change. The control device according to claim 1 .

8. the control device, in setting the virtual tilt angle change, sets processing data corresponding to an angle in which the virtual tilt angle change is reflected with respect to the detection value of the sensor. The control device according to claim 1 .

9. the external control device includes an electronic device configured to wirelessly communicate with the control device; The control device according to claim 2 .

Images