JP2020179788A - Control system and man-power drive vehicle system - Google Patents

Abstract

To provide a control system that is able to supply fluid pressure to a component of a man-power drive vehicle by using an actuator and to provide a man-power drive vehicle system.SOLUTION: A control system comprises: a pump that supplies fluid pressure to a component of a man-power drive vehicle; an actuator that operates at least a pump; and a control unit that controls the actuator. The component includes at least one of an adjustable seat post, a wheel drive device, a transmission, and a steering auxiliary device.SELECTED DRAWING: Figure 2

Description

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

Bicycles equipped with ABS units are known. For example, Patent Document 1 discloses an ABS unit that applies hydraulic pressure to a braking device that applies a braking force to a bicycle wheel by a pump driven by an assist motor.

Japanese Patent No. 64201099

An object of the present invention is to provide a control system capable of supplying liquid pressure to a component of a human-powered vehicle by using an actuator, and a human-powered vehicle system.

A control system according to the first aspect of the present invention includes a pump that supplies fluid pressure to a component of a human-powered vehicle, at least an actuator that operates the pump, and a control unit that controls the actuator. Includes at least one of the adjustable seatpost, wheel drive, transmission, and steering aid.
According to the control system of the first aspect, the actuator can be used to supply liquid pressure to the components of the human-powered vehicle.

In a second side control system according to the first side, the pump supplies the component with at least one of hydraulic and pneumatic pressures.
According to the control system of the second side surface, the components of the human-powered vehicle can be driven hydraulically or pneumatically.

The control system of the third side according to the first or second side surface further includes a first connection portion connecting the pump and the component so that the fluid pressure is transmitted from the pump to the component.
According to the control system of the third aspect, the fluid pressure can be appropriately transmitted to the components of the human-powered vehicle.

The control system of the fourth side according to any one of the first to third sides further includes a pressure accumulator for accumulating the fluid pressure generated by the pump.
According to the control system of the fourth aspect, it can be effectively utilized by accumulating the fluid pressure generated by the pump.

The control system of the fifth side surface according to the fourth side surface further includes a second connection part connecting the pressure accumulator and the component so that the fluid pressure is transmitted from the pressure accumulator to the component.
According to the control system of the fifth aspect, the fluid pressure can be appropriately transmitted to the components of the human-powered vehicle.

In the control system of the sixth side according to the fifth side, the actuator includes an assist motor that outputs an auxiliary driving force to the drive train of the human-powered vehicle.
According to the control system on the sixth side, the actuator serves both as assisting the human-powered driving force and driving the pump, so that the weight of the human-powered vehicle can be reduced.

The control system on the seventh side according to the sixth side further includes a first disengagement portion that transmits the rotation of the assist motor in the first direction to the drive train.
According to the control system of the seventh aspect, the drive train can be operated appropriately.

The control system on the eighth side according to the seventh side further includes a second disengagement portion that transmits the rotation of the assist motor in the second direction opposite to the first direction to the pump.
According to the control system of the eighth aspect, the pump can be operated appropriately.

In the control system of the ninth side surface according to the seventh or eighth side surface, the control unit is in a state where the assist motor is rotating in the first direction, and the fluid pressure of the accumulator unit is in response to an operation input from the operation device. Controls the second connection so as to supply the component.
According to the control system on the ninth side surface, the fluid pressure of the accumulator can be supplied to the component even when the assist motor rotates in the first direction.

In the control system of the tenth side according to the seventh or eighth side surface, the control unit causes the assist motor to rotate in the first direction in response to an operation input from the operating device. Rotate in two directions.
According to the control system of the tenth aspect, the assist motor can be appropriately operated in response to the operation input from the operation device.

In the control system of the eleventh side surface according to the seventh side surface, the first disengagement portion transmits the rotation of the assist motor to the drive train and the pump in a state where the assist motor rotates in the first direction.
According to the control system on the eleventh side surface, the first disengagement portion can drive the drive train and the pump while the assist motor rotates in the first direction.

In the control system of the twelfth side surface according to the eighth side surface, the control unit rotates the assist motor in the second direction when the traveling speed of the human-powered vehicle becomes a predetermined speed or more.
According to the control system of the twelfth aspect, the components can be appropriately operated according to the state of the human-powered vehicle.

The human-powered vehicle system of the thirteenth aspect according to any one of the first to twelfth aspects includes a control system according to any one of the first to twelfth aspects and the component.
According to the human-powered vehicle system of the thirteenth aspect, the same effect as that obtained by any one of the control systems can be obtained.

According to the control system of the present invention, it is possible to provide a control system capable of supplying liquid pressure to a component of a human-powered vehicle by using an actuator, and a human-powered vehicle system.

A side view of a human-powered vehicle including the control system of the first embodiment. The block diagram of the human-powered vehicle system of FIG. A flowchart showing an example of control executed by the control unit. The block diagram of the human-powered vehicle system of the second embodiment. FIG. 5 is a flowchart showing an example of control executed by the control unit of the third embodiment.

<First Embodiment>
The human-powered vehicle A including the control system 20 will be described with reference to FIG.
Here, the human-powered vehicle means a vehicle that uses human power at least partially with respect to a driving force for traveling, and includes a vehicle that electrically assists human power. Vehicles that use only driving forces other than human power are not included in human-powered vehicles. In particular, vehicles that use only an internal combustion engine as a driving force are not included in human-powered vehicles. Normally, a small light vehicle is assumed as a human-powered vehicle, and a vehicle that does not require a license to drive on a public road is assumed. The illustrated human-powered vehicle A is a bicycle including an assist motor E1 that assists the propulsion of the human-powered vehicle A by using electric energy. Specifically, the human-powered vehicle A is an electrically assisted bicycle. The type of the human-powered vehicle A can be arbitrarily changed, and may be a road bike, a mountain bike, a cross bike, a city cycle, a cargo bike, a recumbent bike, or a kick skater.

The human-powered vehicle A can be rotated to the frame A1 constituting the main body, the front wheel support device A2 rotatably attached to the frame A1, the front wheel WF which is a wheel rotatably attached to the front wheel support device A2, and the frame A1. It includes a rear wheel WR to be attached and a handle H1 operated to change the direction of the front wheel WF. The human-powered vehicle A further includes a brake device BD, a transmission T, a suspension SU, an adjustable seatpost ASP, and a wheel drive device HD. The front wheel WF consists of a tire TW and a wheel. The rear wheel WR consists of a tire TW and a wheel. The human-powered vehicle A further includes a steering wheel H. The steering wheel H includes a steering wheel H1 and a stem H2 that supports the steering wheel H1. The human-powered vehicle A includes a steering assist device SA that adjusts the steerability of the steering H.

The human-powered vehicle A includes a human-powered vehicle system 10. The human-powered vehicle system 10 includes a control system 20 and a component CO of the human-powered vehicle A. The human-powered vehicle system 10 controls the component CO by the fluid pressure. The component CO includes at least one of an adjustable seatpost ASP, a wheel drive HD, a transmission T, and a steering assist device SA. In one example, the component CO further comprises at least one of the suspension SU, the braking device BD, and the tire TW.

The brake device BD includes a brake device BD1 that applies a braking force to the front wheel WF and a brake device BD2 that applies a braking force to the rear wheel WR. Each brake device BD is, for example, a disc brake. The brake device BD1 brakes the rotation of the disc rotor 26F by sandwiching the disc rotor 26F fixed to the hub HR of the front wheel WF so that the brake device BD1 can rotate integrally with the wheels. The brake device BD2 brakes the rotation of the disc rotor 26R by sandwiching the disc rotor 26R fixed to the hub HR of the rear wheel WR. The brake device BD may be a rim brake that sandwiches the braking surfaces provided on the rims of the front wheel WF and the rear wheel WR.

The human-powered vehicle A includes a drive train B that transmits a driving force to the rear wheel WR. The drive train B includes a drive unit E that is detachably fixed to the frame A1 and a crank assembly C. The crank assembly C includes a crankshaft C1 that is rotatably attached to the drive unit E. The drive unit E includes an assist motor E1 that adds an assist force to a human-powered driving force input from the crankshaft C1, and a housing E2 that accommodates a plurality of mechanical elements. The assist motor E1 is an electric motor and is provided in the housing E2. The assist motor E1 may be provided in the internal space of the housing E2. The human-powered vehicle A further includes a battery BT that supplies electric power to the assist motor E1.

The crank assembly C includes a pair of crank arms C2 connected to a crankshaft C1 and a pair of pedal PDs rotatably attached to the crank arm C2. The drive train B includes a front sprocket assembly D1 connected to the crankshaft C1 via a one-way clutch, a rear sprocket assembly D2 rotatably attached to the hub HR of the rear wheel WR via a freewheel, and a front sprocket assembly D1. And a chain D3 that is wound around the rear sprocket assembly D2. The front sprocket assembly D1 includes a plurality of front sprockets D11 having different diameters or numbers of teeth. The rear sprocket assembly D2 comprises a plurality of rear sprockets D21 having different diameters or numbers of teeth.

When the human-powered driving force for rotating the crank arm C2 forward is input to the pedal PD, the crank arm C2 and the crankshaft C1 rotate forward integrally with respect to the frame A1, and the rotation of the crankshaft C1 is transferred to the front sprocket assembly D1. The rotation of the front sprocket assembly D1 is transmitted by the chain D3 to the rear sprocket assembly D2 and the rear wheel WR. When the human-powered driving force for rotating the crank arm C2 backward is input to the pedal PD and the crank arm C2 and the crankshaft C1 rotate backward integrally with respect to the frame A1, the rotation of the crankshaft C1 is rotated by the one-way clutch to the front sprocket assembly. Not transmitted to D1.

The assist motor E1 rotates in the first direction according to a human-powered driving force that rotates the crank arm C2 forward. When the assist motor E1 rotates in the first direction, the rotation of the assist motor E1 is transmitted to the front sprocket assembly D1 via the reduction mechanism and the first one-way clutch 54 (see FIG. 2). Therefore, an assist force is added to the human-powered driving force. The assist force is added to the human-powered driving force by rotating the assist motor E1 in the first direction. When the assist motor E1 rotates in the second direction opposite to the first direction, the rotation of the assist motor E1 is transmitted to the pump PP via the second one-way clutch 56 (see FIG. 2).

The transmission T includes an external transmission. The transmission T includes at least one of a front derailleur and a rear derailleur. The front derailleur changes the front sprocket D11 around which the chain D3 is wound, so that the gear ratio of the human-powered vehicle A is changed. The gear ratio of the human-powered vehicle A is defined by the number of revolutions of the rear wheel WR per revolution of the crankshaft C1. The gear ratio of the human-powered vehicle A is defined by the number of revolutions of the rear wheel WR per revolution of the crank assembly. The rear derailleur changes the rear sprocket D21 around which the chain D3 is wound, so that the gear ratio of the human-powered vehicle A is changed. In one example, the corresponding transmission T is driven in response to the operation of the operating device 60. A configuration in which the transmission T is pneumatically controlled is described in Japanese Patent No. 3315316.

The suspension SU includes at least one of the front suspension FSU and the rear suspension. The front suspension FSU is provided on the front wheel support device A2 and operates so that the impact received by the front wheel WF from the ground is alleviated. The rear suspension operates so that the impact on the rear wheel WR from the ground is mitigated. At least one of the displacement state, the travel amount, the damping force, and the repulsive force of the suspension SU is adjusted according to the operation of the operating device 60.

The adjustable seat post ASP operates so that the height of the saddle SD with respect to the frame A1 is changed according to the operation of the operating device 60. The wheel drive device HD operates so that the propulsive force of the wheel of the human-powered vehicle A is assisted. The wheel driving device HD operates according to, for example, the operation of the operating device 60 or the human-powered driving force applied to the pedal PD.

Tire TW includes front tire TWF and rear tire TWR. The front tire TWF and the rear tire TWR each include a gas chamber. The gas chamber can be maintained in a compressed state of the gas. The front tire TWF and the rear tire TWR each include a tube and a valve for injecting gas into the tube. The gas chambers of the front tire TWF and the rear tire TWR are formed inside the tube. The front tire TWF and the rear tire TWR may be composed of tubeless tires. The air pressure from the pump PP is supplied to the tire TW by, for example, a pipe connecting the frame and the wheel. It is preferable that the hydraulic pressure from the pump PP is not supplied to the tire TW.

The steering assist device SA operates so as to adjust the rotation of the steering H of the human-powered vehicle A. The steering assist device SA suppresses the rotation of the steering H by, for example, applying rotational resistance to the steering H or locking the steering H in response to the operation of the steering H. The steering assist device SA includes a rotary damper.

The human-powered vehicle system 10 which is an example of the electrical or mechanical connection relationship of the human-powered vehicle A will be described with reference to FIG. The broken line in FIG. 2 shows the electrical connection relationship of the human-powered vehicle A. The solid line in FIG. 2 shows the mechanical connection relationship of the human-powered vehicle A.

The control system 20 includes a pump PP that supplies fluid pressure to the component CO of the human-powered vehicle A, an actuator 22 that operates at least the pump PP, and a control unit 30 that controls the actuator 22. Pump PP supplies component CO with at least one of hydraulic and pneumatic pressure. The actuator 22 includes an assist motor E1 that outputs an auxiliary driving force to the drive train B of the human-powered vehicle A.

The control system 20 further includes a first disengagement portion 50 that transmits the rotation of the assist motor E1 in the first direction to the drive train B. In one example, the first disengagement portion 50 includes a first one-way clutch 54. The assist motor E1 is mechanically connected to the first one-way clutch 54. The first one-way clutch 54 is mechanically connected to the drive train B. The control system 20 further includes a second disconnection portion 52 that transmits the rotation of the assist motor E1 in the second direction opposite to the first direction to the pump PP. In one example, the second disengagement portion 52 includes a second one-way clutch 56. The assist motor E1 is mechanically connected to the second one-way clutch 56. The second one-way clutch 56 is mechanically connected to the pump PP.

The assist motor E1 is electrically connected to the control unit 30. The control unit 30 controls the assist motor E1. The assist motor E1 rotates in the first direction or the second direction according to the control of the control unit 30. When the assist motor E1 rotates in the first direction, the rotation of the assist motor E1 is transmitted to the drive train B via the first disengagement portion 50. When the assist motor E1 rotates in the first direction, the second disengagement portion 52 does not transmit the rotation of the assist motor E1 to the pump PP. When the assist motor E1 rotates in the second direction, the rotation of the assist motor E1 is transmitted to the pump PP via the second disengagement portion 52. When the assist motor E1 rotates in the second direction, the first disengagement portion 50 does not transmit the rotation of the assist motor E1 to the drive train B.

The control system 20 further includes a pressure accumulator 24 for accumulating the fluid pressure generated by the pump PP. The control system 20 further includes a first connection 70 that connects the pump PP and the component CO so that the fluid pressure is transmitted from the pump PP to the component CO. A second connecting portion 72 that connects the accumulating unit 24 and the component CO is further provided so that the fluid pressure is transmitted from the accumulating unit 24 to the component CO. In one example, the control system 20 further includes a third connecting portion 74 that connects the pump PP and the accumulator 24 so that the fluid pressure is transmitted from the pump PP to the accumulator 24. When the auxiliary driving force is not output to the drive train B of the human-powered vehicle A, the control unit 30 drives the pump PP by rotating the assist motor E1 in the second direction, and applies the fluid pressure to the accumulator unit 24. The pressure may be accumulated.

In one example, the first connection unit 70 includes a first flow path 76 through which a fluid flows, and a first flow path control unit 80 provided in the first flow path 76. The first flow path 76 connects the pump PP and each of the plurality of component COs so that the fluid flows from the pump PP to each of the plurality of component COs. The first flow path control unit 80 switches the connection state between the pump PP and each of the plurality of component COs. The first flow path control unit 80 includes one or more first valves 84. The first valve 84 includes, for example, at least one of a solenoid valve and an electric valve.

The first valve 84 is electrically connected to the control unit 30. The control unit 30 controls the first connection unit 70. The control of the first connection unit 70 includes the control of the first flow path control unit 80. The control of the first flow path control unit 80 includes the control of the first valve 84. In the control of the first valve 84, the opening degree of the first valve 84 is adjusted. The flow rate of the fluid passing through the first valve 84 changes according to the opening degree of the first valve 84. When the opening degree of the first valve 84 is the first opening degree, the first valve 84 is closed and the fluid does not pass through the first valve 84. When the opening degree of the first valve 84 is a second opening degree larger than the first opening degree, the first valve 84 opens and the fluid passes through the first valve 84.

In one example, when the first valve 84 is energized, the opening degree of the first valve 84 is set to the first opening degree. When the first valve 84 is not energized, the opening degree of the first valve 84 is set to the second opening degree. The second opening includes an opening exceeding the first opening and up to the maximum opening. In one example, when the first valve 84 is not energized, the opening degree of the first valve 84 is set to the first opening degree. When the first valve 84 is energized, the opening degree of the first valve 84 is set to the second opening degree. The control unit 30 can adjust the size of the second opening degree according to the operating state of the component CO and the like.

The first connection unit 70 includes at least a first connection state, a second connection state, and a third connection state. The control unit 30 switches the connection state of the first connection unit 70 by controlling the first connection unit 70. In the first connection state, the first connection portion 70 is controlled so that the pump PP is not connected to any of the plurality of component COs. In the first connection state, no fluid is supplied to the component CO even when the fluid is discharged from the pump PP. In the second connection state, the first connection portion 70 is controlled so that the pump PP is connected to only one of the plurality of component COs. In the second connection state, the fluid discharged from the pump PP is supplied to any one component CO connected to the pump PP. Any one component CO operates in response to the pressure of the supplied fluid. In the third connection state, the first connection 70 is controlled so that the pump PP is connected to at least two of the plurality of component COs. In the third connection state, the fluid discharged from the pump PP is supplied to at least two component COs connected to the pump PP. At least two component COs operate in response to the pressure of the supplied fluid.

In one example, the second connection portion 72 includes a second flow path 78 through which a fluid flows, and a second flow path control unit 82 provided in the second flow path 78. The second flow path 78 connects the accumulator unit 24 and each of the plurality of component COs so that the fluid flows from the accumulator unit 24 to each of the plurality of component COs. The second flow path control unit 82 switches the connection state between the accumulator unit 24 and each of the plurality of component COs. The second flow path control unit 82 includes one or more second valves 86. The second valve 86 includes, for example, at least one of a solenoid valve and an electric valve.

The second valve 86 is electrically connected to the control unit 30. The control unit 30 controls the second connection unit 72. The control of the second connection unit 72 includes the control of the second flow path control unit 82. The control of the second flow path control unit 82 includes the control of the second valve 86. In the control of the second valve 86, the opening degree of the second valve 86 is adjusted. The flow rate of the fluid passing through the second valve 86 changes according to the opening degree of the second valve 86. When the opening degree of the second valve 86 is the third opening degree, the second valve 86 is closed and the fluid does not pass through the second valve 86. When the opening degree of the second valve 86 is a fourth opening degree larger than the third opening degree, the second valve 86 opens and the fluid passes through the second valve 86.

In one example, when the second valve 86 is energized, the opening degree of the second valve 86 is set to the third opening degree. When the second valve 86 is not energized, the opening degree of the second valve 86 is set to the fourth opening degree. The fourth opening includes an opening exceeding the third opening and up to the maximum opening. In one example, when the second valve 86 is not energized, the opening degree of the second valve 86 is set to the third opening degree. When the second valve 86 is energized, the opening degree of the second valve 86 is set to the fourth opening degree. The control unit 30 can adjust the size of the fourth opening degree according to the operating state of the component CO and the like.

The second connection portion 72 includes at least a fourth connection state, a fifth connection state, and a sixth connection state. The control unit 30 switches the connection state of the second connection unit 72 by controlling the second connection unit 72. In the fourth connection state, the second connection unit 72 is controlled so that the pressure accumulator unit 24 is not connected to any of the plurality of component COs. In the fifth connection state, the fluid pressure is not supplied to the component CO even when the fluid pressure is accumulated in the accumulator portion 24. In the fifth connection state, the second connection unit 72 is controlled so that the pressure accumulator unit 24 is connected to only one of the plurality of component COs. In the fifth connection state, the fluid pressure accumulated in the accumulator 24 is supplied to any one component CO connected to the accumulator 24. Any one component CO operates in response to the supplied fluid pressure. In the sixth connection state, the second connection unit 72 is controlled so that the accumulator unit 24 is connected to at least two of the plurality of component COs. In the sixth connection state, the fluid pressure accumulated in the accumulator 24 is supplied to at least two component COs connected to the accumulator 24. At least two component COs operate in response to the fluid pressure supplied.

The human-powered vehicle system 10 further includes a first detection device DD1 for detecting the rotational state of the front wheel WF and a second detection device DD2 for detecting the rotational state of the rear wheel WR. The first detection device DD1 and the second detection device DD2 are electrically connected to the control unit 30.

The first detection device DD1 includes, for example, a magnetic sensor attached to the frame A1 near the front wheel WF, and a magnet attached to the disc rotor 26F of the front wheel WF or the spokes of the front wheel WF. The first detection device DD1 detects the rotation speed, which is the rotation state of the front wheel WF, by detecting the magnet by the magnetic sensor. A plurality of magnets rotating together with the front wheel WF may be provided in the circumferential direction of the front wheel WF, or may be formed in an annular shape and magnetized alternately in the circumferential direction with different polarities.

The second detection device DD2 includes, for example, a magnetic sensor attached to the frame A1 near the rear wheel WR, and a magnet attached to the disc rotor 26R of the rear wheel WR or the spokes of the rear wheel WR. The second detection device DD2 detects the rotation speed, which is the rotation state of the rear wheel WR, by detecting the magnet by the magnetic sensor. A plurality of magnets rotating together with the rear wheel WR may be provided in the circumferential direction of the rear wheel WR, or may be formed in an annular shape and magnetized alternately in the circumferential direction with different polarities.

The control unit 30 is based on at least one of the detection result of the rotation speed of the front wheel WF detected by the first detection device DD1 and the detection result of the rotation speed of the rear wheel WR detected by the second detection device DD2. , Calculate the vehicle speed, which is the speed of the human-powered vehicle A. In one example, the control unit 30 calculates the vehicle speed of the human-powered vehicle A based on the detection result having a high rotation speed among the detection results of the first detection device DD1 and the second detection device DD2.

The human-powered vehicle A further includes a third detection device DD3 that detects the air pressure P in the gas chamber of the tire TW. The third detection device DD3 is electrically connected to the control unit 30. The third detection device DD3 detects the air pressure P in the gas chamber of the rear tire TWR. The third detection device DD3 is attached to the valve of the tire TW. The third detection device DD3 may include a sensor that outputs a signal corresponding to the atmospheric pressure P and a wireless communication unit that wirelessly outputs the output of the sensor. The wireless communication unit processes the signal received from the third detection device DD3 and outputs it to the control unit 30. The third detection device DD3 may be attached to the valve of the front tire TWF to detect the air pressure P in the gas chamber of the front tire TWF. Sensors include, for example, pressure sensors. The sensor may include other sensors as long as it can detect atmospheric pressure.

The human-powered vehicle system 10 includes a torque sensor TR that detects a human-powered driving force. The torque sensor TR is electrically connected to the control unit 30. The torque sensor TR is provided, for example, in the power transmission path between the crankshaft C1 and the front sprocket assembly D1. The torque sensor TR is realized by, for example, a strain sensor or a magnetostriction sensor.

The human-powered vehicle system 10 includes an operating device 60. The operating device 60 is electrically connected to the control unit 30. The operation device 60 transmits an operation signal corresponding to the operation to the control unit 30. In one example, the operation device 60 includes a first operation device, a second operation device, a third operation device, a fourth operation device, a fifth operation device, a sixth operation device, a seventh operation device, and an eighth operation device. Including. The operating device 60 is provided on, for example, the handle H1. The first operating device is operated to set the operating state of the assist motor E1. The second operating device is operated to set the operating state of the adjustable seatpost ASP. The third operating device is operated to set the operating state of the wheel driving device HD. The fourth operating device is operated to set the operating state of the transmission T. The fifth operating device is operated to set the operating state of the steering assist device SA. The sixth operating device is operated to set the operating state of the braking device BD. The seventh operating device is operated to set the operating state of the suspension SU. The eighth operating device is operated to adjust the air pressure of the tire TW.

The control unit 30 controls the second connection unit 72 so as to supply the fluid pressure of the pressure accumulator unit 24 to the component CO in response to the operation input from the operation device 60 in the state where the assist motor E1 rotates in the first direction. .. When the first operation is operated in the operating device 60, the control unit 30 controls the component CO by supplying the fluid pressure from the accumulator unit 24 to a predetermined component CO. In the second operation device, the first operation may be set to raise or lower the height of the saddle SD with respect to the frame A1 by supplying the fluid pressure from the accumulator unit 24. In the third operating device, the first operation may be set to start driving the wheel by supplying the fluid pressure from the accumulator 24. In the fourth operating device, the first operation may be set to shift up and down the transmission T by supplying the fluid pressure from the accumulator 24. In the fifth operating device, the first operation may be set to increase the rotational resistance of the steering assist device SA by supplying the fluid pressure from the accumulator unit 24. In the sixth operating device, the first operation may be set to increase the braking force of the braking device BD by supplying the fluid pressure from the accumulator 24. In the seventh operating device, the first operation may be set to adjust the suspension SU by supplying the fluid pressure from the accumulator 24. In the eighth operating device, the first operation may be set to increase the air pressure of the tire TW by supplying air pressure which is a fluid pressure from the accumulator unit 24.

The control unit 30 rotates the assist motor E1 in the second direction in response to an operation input from the operation device 60 in a state where the assist motor E1 rotates in the first direction. For example, when the rider of the human-powered vehicle A suddenly brakes while the assist motor E1 is rotating in the first direction according to the human-powered driving force, the assist motor E1 is rotated in the second direction to brake. Assists in braking the device BD.

The control unit 30 is housed in, for example, the housing E2. The control unit 30 operates by the electric power supplied from the battery BT. The control unit 30 includes a microprocessor and a memory, and operates when the microprocessor executes a program stored in the memory. The control unit 30 rotates the assist motor E1 in the first direction according to the human-powered driving force. The control unit 30 controls the operation of the actuator 22 in response to an operation input from the operation device 60. The control unit 30 rotates the assist motor E1 in the second direction in response to the operation input. The control unit 30 drives the pump PP to generate hydraulic pressure or pneumatic pressure. The control unit 30 accumulates the fluid pressure generated from the pump PP in response to the operation input. The control unit 30 controls the output and the rotation direction of the assist motor E1 based on the detection results of at least one of the first detection device DD1, the second detection device DD2, the third detection device DD3, and the torque sensor TR. May be good. When the traveling speed of the human-powered vehicle A becomes equal to or higher than a predetermined speed, the control unit 30 rotates the assist motor E1 in the second direction.

An example of the control executed by the control unit 30 will be described with reference to FIG. In step S11, the control unit 30 determines whether or not the assist motor E1 is rotating in the first direction. If it is determined in step S11 that the assist motor E1 is not rotating in the first direction, the control unit 30 executes the process of step S11 again.

If it is determined in step S11 that the assist motor E1 is rotating in the first direction, the control unit 30 determines in step S12 whether or not the operating device 60 is being operated. If it is determined in step S12 that the operating device 60 is not being operated, the control unit 30 re-executes the process of step S11.

If it is determined in step S11 that the operating device 60 is being operated, the control unit 30 determines in step S13 whether or not the first operation has been executed in the operating device 60. The first operation is an operation of controlling the second connection portion 72 so as to supply the fluid pressure of the accumulator portion 24 to the component CO in a state where the assist motor E1 is rotated in the first direction. If it is determined in step S13 that the first operation has not been executed, the control unit 30 re-executes the process of step S11.

If it is determined in step S13 that the first operation is being operated, the control unit 30 controls the second connection unit 72 so as to supply the fluid pressure of the accumulator unit 24 to the component CO in step S14. The fluid pressure is supplied to the second connection portion 72, and the fluid pressure of the second connection portion 72 begins to be boosted. The component CO is adjusted by increasing the fluid pressure of the second connection portion 72.

In step S15, the control unit 30 determines whether or not the state of the component CO is a predetermined state. The predetermined state includes a state in which the fluid pressure of the accumulator unit 24 is supplied to the component CO by the process of step S14 and the component CO is controlled. If it is determined in step S15 that the state of the human-powered vehicle A is not a predetermined state, the control unit 30 executes the process of step S14 again.

If it is determined in step S15 that the state of the component CO is a predetermined state, the control unit 30 determines in step S16 whether or not the control of the component CO is completed. If it is determined in step S16 that the control of the component CO is not completed, the control unit 30 executes the process of step S16 again.

When it is determined in step S16 that the control of the component CO is completed, the control unit 30 stops the supply of the fluid pressure from the accumulator unit 24 to the component CO in step S17.

After the above processing, the processing of steps S11 to S17 is completed. The control unit 30 repeatedly executes control including the processes of steps S11 to S17 while the human-powered vehicle A is traveling, for example.

<Second Embodiment>
The human-powered vehicle system 10 which is an example of the electrical or mechanical connection relationship of the human-powered vehicle A will be described with reference to FIG. The configurations common to the first embodiment are designated by the same reference numerals as those of the first embodiment, and duplicate description will be omitted.

The actuator 22 is mechanically connected to the drive train B and the pump PP via the first disengagement portion 50. The first disengagement portion 50 transmits the rotation of the assist motor E1 to the drive train B and the pump PP in a state where the assist motor E1 rotates in the first direction. When the drive train B is driven by the rotation of the assist motor E1 in the first direction, the first disengagement portion 50 gradually transmits the rotation of the assist motor E1 in the first direction to the pump PP. The fluid pressure generated from the pump PP is accumulated in the accumulator unit 24. In the present embodiment, the second disconnection portion 52 may be omitted.

<Third Embodiment>
An example of the control executed by the control unit 30 will be described with reference to FIG. In this embodiment, the process of step S11 is the same. In the present embodiment, the configurations common to the first embodiment and the second embodiment are designated by the same reference numerals as those of the first embodiment and the second embodiment, and duplicate description will be omitted.

In step S31, the control unit 30 determines whether or not the vehicle speed of the human-powered vehicle A is equal to or higher than a predetermined speed based on the detection results of the first detection device DD1 and the second detection device DD2. The predetermined speed is usually a speed at which the assist is stopped, for example, a speed of 25 km / h. At a speed of less than 25 km / h, a driving force corresponding to a human-powered driving force is output from the assist motor E1. At a speed of 25 km / h or more, the pump PP is driven by the output of the assist motor E1. If it is determined in step S31 that the vehicle speed of the human-powered vehicle A is less than a predetermined speed, the control unit 30 re-executes the process of step S31. If it is determined in step S31 that the vehicle speed of the human-powered vehicle A is equal to or higher than a predetermined speed, the control unit 30 rotates the assist motor E1 in the second direction in step S32. When the assist motor E1 rotates in the second direction, a driving force is transmitted from the assist motor E1 to the pump PP, and the pump PP rotates. The control unit 30 supplies the fluid pressure generated from the pump PP to the accumulator unit 24, and causes the accumulator unit 24 to accumulate the liquid pressure. The fluid pressure generated from the pump PP may be supplied to the component CO.

In step S33, the control unit 30 determines whether or not the vehicle speed of the human-powered vehicle A is less than a predetermined speed. If it is determined in step S33 that the vehicle speed of the human-powered vehicle A is not less than the predetermined speed, the control unit 30 executes the process of step S32 again. If it is determined in step S33 that the vehicle speed of the human-powered vehicle A is not less than a predetermined speed, the control unit 30 rotates the assist motor E1 in the first direction in step S34.

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

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

A ... human-powered vehicle, CO ... component, PP ... pump, 22 ... actuator, 30 ... control unit, 20 ... control system, HD ... wheel drive, T ... transmission, ASP ... adjustable seatpost, SA ... steering assist device , 24 ... Accumulation unit, B ... Drive train, E1 ... Assist motor, 60 ... Operating device, 50 ... 1st disengagement unit, 52 ... 2nd disengagement unit, 70 ... 1st connection unit, 72 ... 2nd connection unit, 10 … Human-powered vehicle system.

Claims (13)

A pump that supplies fluid pressure to the components of a human-powered vehicle,
At least the actuator that operates the pump and
A control unit that controls the actuator is provided.
The component is a control system that includes at least one of an adjustable seatpost, a wheel drive, a transmission, and a steering aid. The control system of claim 1, wherein the pump supplies at least one of hydraulic pressure and pneumatic pressure to the component. The control system according to claim 1 or 2, further comprising a first connection that connects the pump to the component so that fluid pressure is transmitted from the pump to the component. The control system according to any one of claims 1 to 3, further comprising an accumulator unit for accumulating the fluid pressure generated by the pump. The control system according to claim 4, further comprising a second connecting portion that connects the accumulating portion and the component so that the fluid pressure is transmitted from the accumulating portion to the component. The control system according to claim 5, wherein the actuator includes an assist motor that outputs an auxiliary driving force to the drive train of the human-powered vehicle. The control system according to claim 6, further comprising a first disconnection portion that transmits the rotation of the assist motor in the first direction to the drive train. The control system according to claim 7, further comprising a second disengagement portion that transmits rotation of the assist motor in a second direction opposite to the first direction to the pump. The control unit controls the second connection unit so as to supply the fluid pressure of the pressure accumulator unit to the component in response to an operation input from the operating device in a state where the assist motor rotates in the first direction. , The control system according to claim 7 or 8. The control system according to claim 7 or 8, wherein the control unit rotates the assist motor in the second direction in response to an operation input from the operating device in a state where the assist motor rotates in the first direction. .. The control system according to claim 7, wherein the first disengagement portion transmits the rotation of the assist motor to the drive train and the pump in a state where the assist motor rotates in the first direction. The control system according to claim 8, wherein the control unit rotates the assist motor in the second direction when the traveling speed of the human-powered vehicle becomes equal to or higher than a predetermined speed. The control system according to any one of claims 1 to 12.
A human-powered vehicle system comprising the components.