JP7244391B2 - Control device for human-powered vehicle and control system for human-powered vehicle - Google Patents

Description

The present invention relates to a manpowered vehicle control device and a manpowered vehicle control system.

Patent Literature 1 discloses control of a power-assisted bicycle with respect to control of a human-powered vehicle. A power-assisted bicycle includes a vehicle controller, a torque sensor, and a display controller. The vehicle controller detects the pedaling force with a torque sensor and controls the motor unit. Further, the vehicle controller calculates the amount of work based on the pedaling force detected by the torque sensor and the crank rotation angle, calculates the calorie from the calculated amount of work, and displays the calorie on the display controller.

JP-A-2004-338653

It is desirable to appropriately control the output state of the communication unit or the power supply state to the detection unit according to the state of the battery. A human-powered vehicle control device and a human-powered vehicle control system capable of appropriately controlling the output state of a communication unit or the power supply state to a detection unit according to the state of a battery are proposed.

A manpowered vehicle control device according to a first aspect of the present disclosure is a manpowered vehicle control device that controls a manpowered vehicle, comprising: a detection unit that detects information related to the manpowered vehicle; a control unit that controls the manpowered vehicle, the control unit including: a communication unit that outputs detection information; In some cases, when the communication unit controls to output the detection information in a first output state, and the at least one battery unit is in a second battery state different from the first battery state, the The communication unit is controlled such that the communication unit outputs the detection information in a second output state different from the first output state.
According to the manpower-driven vehicle control device of the first aspect, it is possible to suitably control the communication unit according to the battery state.

In the control device for a manpowered vehicle according to the first aspect of the present disclosure, the remaining battery capacity of the at least one battery unit in the first battery state is equal to or greater than a first predetermined value, and in the second battery state The remaining battery capacity of the at least one battery unit is less than a second predetermined value.
According to the manpower-driven vehicle control device of the second aspect, it is possible to suitably control the communication unit according to the battery state.

In the control device for a manpower-driven vehicle according to the second aspect of the present disclosure, in the first battery state, the control unit causes the first manpower-driven vehicle electric component to receive the detection information from the communication unit. so that in the second battery state, the second electrical component for a human-powered vehicle, which is different from the first electrical component for a human-powered vehicle, receives the detection information from the communication unit. Controls the communication part.
According to the manpower-driven vehicle control device of the third aspect, it is possible to switch the electric component for manpower-driven vehicle that outputs the detection information according to the battery state.

In the controller for a manpowered vehicle according to the third aspect of the present disclosure, the control unit controls the communication unit when the remaining battery capacity of the at least one battery unit is equal to or greater than the first predetermined value. control the communication unit so as to output the detection information to the first electrical component for the human-powered vehicle in a first period.
According to the manpower-driven vehicle control device of the fourth aspect, detection information can be output to the first manpower-driven vehicle electric component in a predetermined manner according to the battery state.

In the control device for a manpowered vehicle according to the fifth aspect of the third or fourth aspect of the present disclosure, when the remaining battery charge of the at least one battery unit is less than the second predetermined value, the control unit The communication unit is controlled so that the detection information is output from the communication unit to the second electric component for the human-powered vehicle in a second cycle.
According to the manpower-driven vehicle control device of the fifth aspect, detection information can be output to the second manpower-driven vehicle electric component in a predetermined manner according to the battery state.

In the sixth aspect manpowered vehicle control apparatus according to any one of the second to fifth aspects of the present disclosure, the at least one battery unit includes a first battery unit and a second battery unit.
According to the manpower-driven vehicle control device of the sixth aspect, the battery unit is composed of two batteries.

In the control device for a manpowered vehicle according to the sixth aspect of the present disclosure, the controller controls the first battery unit when the remaining battery capacity of the first battery unit is equal to or greater than the first predetermined value. The communication section is controlled so that the detection information is output from the communication section to the first electrical component for the human-powered vehicle by the power of the unit.
According to the control device for a manpowered vehicle of the seventh aspect, when the remaining battery capacity of the first battery unit is equal to or greater than the first predetermined value, the communication unit is operated by the electric power of the first battery unit, and the communication unit The detection information is output to the first electric part for the manpowered vehicle.

In the eighth aspect of the manpowered vehicle control device according to the sixth or seventh aspect of the present disclosure, the controller controls the remaining battery capacity of the first battery unit to be less than the second predetermined value and greater than the third predetermined value. When it is large, the communication unit is controlled so that the detection information is output from the communication unit to the second electric part for the human-powered vehicle by the electric power of the first battery unit.
According to the manpowered vehicle control device of the eighth aspect, when the remaining battery charge of the first battery unit is less than the second predetermined value and greater than the third predetermined value, the power of the first battery unit to output the detection information from the communication unit to the second electric component for the human-powered vehicle.

In the ninth aspect of the manpowered vehicle control device according to the eighth aspect of the present disclosure, when the remaining battery capacity of the first battery unit is equal to or less than the third predetermined value, the controller controls the second battery unit and controls the communication unit so that the detection information is output from the communication unit to the second electric part for a human-powered vehicle by the electric power of .
According to the controller for a manpowered vehicle of the ninth aspect, when the remaining battery capacity of the first battery unit is equal to or less than the third predetermined value, the communication unit is operated by the electric power of the second battery unit, and the The detection information is output to the second electric parts for the manpowered vehicle.

In the tenth aspect of the manpowered vehicle control device according to the seventh aspect of the present disclosure, the communication unit is configured to be capable of wireless communication, and the control unit transmits from the communication unit to the first manpowered vehicle electric component. The communication unit is controlled to output the detection information as a radio signal of a first frequency.
According to the manpower-driven vehicle control device of the tenth aspect, the communication unit outputs the detection information to the first manpower-driven vehicle electric component as a radio signal of the first frequency.

In the eleventh aspect of the manpowered vehicle control device according to the eighth or ninth aspect of the present disclosure, the communication unit is configured to be capable of wireless communication, and the control unit receives the second manpowered vehicle controller from the communication unit. The communication unit is controlled to output the detected information to the electrical component as a radio signal of the second frequency.
According to the manpower-driven vehicle control device of the eleventh aspect, the communication unit outputs the detection information to the second manpower-driven vehicle electric component as a radio signal of the second frequency.

In the manpowered vehicle control device of the twelfth aspect according to any one of the first to ninth aspects of the present disclosure, the communication unit is configured to be capable of wireless communication.
According to the manpower-driven vehicle control device of the twelfth aspect, it is possible to increase the degree of freedom in arranging the devices that communicate with the communication unit.

A manpowered vehicle control device according to a thirteenth aspect of the present disclosure is a manpowered vehicle control device that controls a manpowered vehicle, comprising: a detection unit that detects information related to the manpowered vehicle; a first battery unit; and a second battery unit, wherein the first battery unit powers a motor configured to provide propulsion to the manpowered vehicle. The second battery unit is configured not to supply power to the motor, and the control unit determines the state of power supply from the first battery unit and the second battery unit to the detection unit. Control.
According to the manpower-driven vehicle control device of the thirteenth aspect, it is possible to suitably switch the power supply state to the detection unit.

In the control device for a manpowered vehicle according to the thirteenth aspect of the present disclosure, the controller controls at least the first battery unit and the second battery unit according to the remaining battery capacity of the first battery unit. and controls the state of power supply from one of the above to the detection unit.
According to the manpower-driven vehicle control device of the fourteenth aspect, it is possible to suitably switch the power supply state to the detection unit.

In the fifteenth aspect of the manpowered vehicle control device according to the thirteenth or fourteenth aspect of the present disclosure, when the first battery unit is in the first battery state, the controller controls the detection from the first battery unit to the detector. and the power is supplied from the second battery unit to the detection unit when the first battery unit is in a second battery state different from the first battery state. Control.
According to the manpower-driven vehicle control device of the fifteenth aspect, it is possible to suitably switch the power supply state to the detection unit.

In the sixteenth aspect manpowered vehicle control device according to any one of the thirteenth to fifteenth aspects of the present disclosure, the control unit includes a first battery included in the first battery unit and a second battery included in the first battery unit. Controls the output of a second battery, included in the unit.
According to the manpower-driven vehicle control device of the sixteenth aspect, it is possible to suitably switch the state of power supply to the detection unit.

In the seventeenth aspect of the manpowered vehicle control device according to any one of the thirteenth to sixteenth aspects of the present disclosure, an energization state of the detector of at least one of the first battery unit and the second battery unit and the control unit can control the changeover switch.
According to the manpower-driven vehicle control device of the seventeenth aspect, it is possible to switch the power supply source of the detection unit by controlling the selector switch.

In the eighteenth aspect of the control device for a manpowered vehicle according to the seventeenth aspect of the present disclosure, the changeover switch is configured to switch an energization state of the detection portion of the second battery unit, and the control portion switches the switching Control the switch.
According to the control device for a manpower-driven vehicle of the eighteenth aspect, power supply from the second battery to the detection unit can be switched by controlling the selector switch.

In the nineteenth aspect manpowered vehicle control device according to any one of the thirteenth to eighteenth aspects of the present disclosure, the detection unit includes a torque detection unit that detects torque input to the manpowered vehicle; A cadence detector that detects information about the rotation of a crank arm provided in the vehicle, a power meter that detects the amount of work input to the human-powered vehicle, and a vehicle speed sensor that detects the traveling speed of the human-powered vehicle. At least one is included, and the control unit controls the detection unit.
According to the manpower-driven vehicle control device of the nineteenth aspect, the control section controls these detection sections.

A manpowered vehicle control device according to a twentieth aspect of the present disclosure is a manpowered vehicle control device that controls a manpowered vehicle, comprising: a detection unit that detects information related to the manpowered vehicle; a control unit that controls the human-powered vehicle, and a communication unit capable of outputting detection information as signals of a plurality of different frequencies, wherein the detection unit detects torque input to the human-powered vehicle. At least one of a torque detector, a cadence detector that detects information about rotation of a crank arm provided on the manpowered vehicle, and a power meter that detects the amount of work input to the manpowered vehicle.
According to the manpower-driven vehicle control device of the twentieth aspect, the communication section can output detection information using signals of a plurality of different frequencies.

In the control device for a manpowered vehicle according to the twenty-first aspect of the present disclosure, the communication section is configured to be capable of wireless communication, and the control section controls the communication section.
According to the control device for manpower-driven vehicle of the 21st aspect, the communication unit can output the detection information with signals of a plurality of frequencies that differ according to radio.

In the twenty-second aspect of the manpowered vehicle control apparatus according to the twentieth or twenty-first aspect of the present disclosure, the signals at the different frequencies include a first signal at a first frequency and a second frequency different from the first frequency. and a second signal of and the communication unit is capable of outputting the first signal and the second signal.
According to the manpower-driven vehicle control device of the twenty-second aspect, the communication section can output a first signal having a first frequency and a second signal having a second frequency different from the first frequency.

In the manpowered vehicle control device of the twenty-third aspect according to the twenty-second aspect of the present disclosure, the output cycle of the first signal is shorter than the output cycle of the second signal.
According to the manpower-driven vehicle control device of the twenty-third aspect, the communication unit can communicate in two communication modes with different output cycles.

In the 24th aspect of the manpowered vehicle control device according to the 22nd or 23rd aspect of the present disclosure, the control unit outputs at least one of the first signal and the second signal according to a state of the manpowered vehicle. The communication unit is controlled to output from the communication unit.
According to the manpower-driven vehicle control device of the twenty-fourth aspect, the communication unit can output at least one of the first signal and the second signal according to the state of the manpower-driven vehicle.

In the control device for a manpowered vehicle according to a twenty-fifth aspect according to any one of the twenty-second to twenty-fourth aspects of the present disclosure, the controller controls the battery state of a first battery unit provided in the manpowered vehicle. Controls the communication part.
According to the manpower-driven vehicle control device of the twenty-fifth aspect, the communication section operates according to the battery state of the first battery unit.

In the control device for a manpowered vehicle according to the twenty-fifth aspect of the present disclosure, the control unit causes the communication unit to transmit the first signal when power is supplied from the first battery unit to the detection unit. The communication unit is controlled to output the second signal, and the communication unit is controlled to output the second signal when power is not supplied from the first battery unit to the detection unit.
According to the manpower-driven vehicle control device of the twenty-sixth aspect, the output form of the communication section can be changed according to the power supply state from the first battery unit to the detection section.

In the control device for a manpowered vehicle according to the twenty-fifth or twenty-sixth aspect of the present disclosure, when the controller does not supply electric power from the first battery unit to the detector, the first battery unit is At least one of the first battery unit and the second battery unit is controlled so that power is supplied to the detection unit from a different second battery unit.
According to the manpower-driven vehicle control device of the twenty-seventh aspect, when power is not supplied from the first battery unit to the detector, power can be supplied from the second battery unit to the detector.

A control system for a manpowered vehicle according to a twenty-eighth aspect of the present disclosure is a control system for a manpowered vehicle, comprising: a first manpowered vehicle electrical component including a first communication unit; a control unit that controls at least one of an electrical component for a driving vehicle, a detection unit that detects information about the human-powered vehicle, and a communication unit that wirelessly outputs detection information from the detection unit; a first communication state in which the communication unit communicates with the first communication unit using a first signal having a first frequency; and a second signal having a second frequency different from the first frequency. to switch to a second communication state in which communication is performed with the second communication unit.
According to the control system for a manpower-driven vehicle of the twenty-eighth aspect, the communication unit can communicate with the first electric component for manpower-driven vehicle and the second electric component for manpower-driven vehicle in a different manner.

In the manpowered vehicle control system of the twenty-ninth aspect according to the twenty-eighth aspect of the present disclosure, the first manpowered vehicle electrical component includes a motor for providing propulsion to the manpowered vehicle; The electrical component includes a display unit capable of displaying at least one of time information, position information, running state information about the running state of the manpowered vehicle, and biological information of a passenger who gets on the manpowered vehicle.
According to the control system for the manpowered vehicle of the twenty-ninth aspect, the communication section can communicate with the information terminal including the motor and the display section in different modes.

In the manpowered vehicle control system of the thirtieth aspect according to the twenty-eighth or twenty-ninth aspect of the present disclosure, the first communication unit and the second communication unit are capable of communicating with each other.
According to the control system for the manpower-driven vehicle of the thirtieth aspect, the first electric component for the manpower-driven vehicle and the second electric component for the manpower-driven vehicle can communicate with each other.

In the control system for a manpowered vehicle according to any one of the twenty-eighth to thirtieth aspects of the present disclosure, the first electric component for manpowered vehicle and the first electric power supply capable of supplying electric power to the detection unit. 1 battery unit, and a second battery unit capable of supplying power to the detection unit and not supplying power to the first electrical component for the human powered vehicle.
According to the control system for the manpowered vehicle of the 31st aspect, the first battery unit can supply electric power to the first electric component for the manpowered vehicle and the detection unit. The second battery unit can supply power to the detector.

The manpowered vehicle control device and control system of the present disclosure can suitably control the output state of the communication unit or the power supply state to the detection unit according to the state of the battery.

1 is a side view of a manpowered vehicle including a manpowered vehicle control device according to a first embodiment; FIG. 1 is a power wiring diagram of a system including a controller for a manpowered vehicle and a plurality of components in the first embodiment; FIG. 1 is a block diagram of a system including a controller for a manpowered vehicle and a plurality of components of the first embodiment; FIG. 4 is a flowchart of battery control processing executed by a battery control unit according to the first embodiment; FIG. 5 is a diagram showing the relationship between a first predetermined value and a second predetermined value for remaining battery capacity of the battery unit of the manpowered vehicle control device according to the first embodiment; 4 is a flowchart of communication unit control processing executed by the control unit of the control device for manpowered vehicle according to the first embodiment; 3 is a flowchart of another example of the communication unit control process executed by the control unit of the manpowered vehicle control device according to the first embodiment; FIG. 11 is a power wiring diagram of a system including a controller for a manpowered vehicle and a plurality of components of the second embodiment; FIG. 3 is a block diagram of a system including a controller for a manpowered vehicle and a plurality of components of the second embodiment; 8 is a flowchart of battery control processing executed by a battery control unit according to the second embodiment; The figure which shows the relationship between the 1st predetermined value, the 2nd predetermined value, and the 3rd predetermined value about the battery residual amount of the 1st battery unit of the control apparatus for manpowered vehicles of 2nd Embodiment. A flowchart of a communication unit control process executed by a control unit of a control device for a manpowered vehicle according to a second embodiment. Power wiring diagram of a system including a controller for a manpowered vehicle and a plurality of components of the third embodiment. FIG. 3 is a block diagram of a system including a controller for a manpowered vehicle and a plurality of components of a third embodiment; A power wiring diagram of a system including a controller for a manpowered vehicle and a plurality of components of the fourth embodiment. A block diagram of a system including a controller for a manpowered vehicle and a plurality of components of the fourth embodiment. A power wiring diagram of a system including a controller for a manpowered vehicle and a plurality of components according to a fifth embodiment. A block diagram of a control system for a manpowered vehicle according to a fifth embodiment.

<First embodiment>
A human-powered vehicle control apparatus according to a first embodiment will be described with reference to FIGS. 1 to 7. FIG. The manpowered vehicle control device 2 is a manpowered vehicle control device that controls the manpowered vehicle 4 . The manpowered vehicle control device 2 is provided in the manpowered vehicle 4 . The human powered vehicles 4 include various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bikes, as well as electric bicycles (E-bikes). Electric bicycles include power-assisted bicycles that assist the propulsion of the vehicle with an electric motor.

The manpowered vehicle control device 2 includes a control unit 6 that controls the manpowered vehicle 4 . Manpowered vehicle 4 includes components controlled by manpowered vehicle controller 2 . Specifically, the human-powered vehicle 4 includes a detection unit 10 that detects information about the human-powered vehicle 4, a communication unit 12 that outputs detection information from the detection unit 10, and at least one battery unit 14. . The manpowered vehicle control device 2 is provided in such a manpowered vehicle 4 .

The detection unit 10 , the communication unit 12 and at least one battery unit 14 are included in the components controlled by the manpowered vehicle control device 2 . The at least one battery unit 14 may include a first battery unit 14A and a second battery unit 14B (see second embodiment). Additionally, manpowered vehicle 4 may include a motor 16 configured to provide propulsion to manpowered vehicle 4 .

Manpowered vehicle 4 may include transmission 17 . Transmission 17 includes an electric transmission. The electric transmission includes a main body and an electric actuator.

The manpowered vehicle control device 2 may be connectable to a computer 18 having a display 18d. Computers 18 include cycle computers 60, smart phones, cell phones, and smart watches. Computer 18 may be mountable on human powered vehicle 4 . The computer 18 is preferably capable of acquiring at least one of time information, position information, running state information about the running state of the manpowered vehicle 4, and biological information of a passenger riding in the manpowered vehicle 4. . The display unit 18d of the computer 18 can display at least one of time information, position information, running state information relating to the running state of the manpowered vehicle 4, and biological information of a passenger riding in the manpowered vehicle 4. Preferably. The running state information includes running speed, running distance, running speed average speed within a predetermined distance, cadence, gear ratio, vertical acceleration of the frame 22 of the manpowered vehicle 4, left and right acceleration of the frame 22 of the manpowered vehicle 4, and progress. Acceleration with respect to direction, torque with respect to pedaling force, inclination angle of manpowered vehicle 4, and remaining battery capacity are included.

A specific example of the manpowered vehicle 4 will be described.
Manpowered vehicle 4 includes at least one wheel 20 . At least one wheel 20 includes a rear wheel 20A and a front wheel 20B. Rear wheel 20A is supported by frame 22 . Rear wheel 20A is driven by rotation of crank 24 .

Manpowered vehicle 4 may include frame 22 and crank 24 . The crank 24 includes a crankshaft 24A rotatable with respect to the frame 22 and crank arms 24B provided at axial ends of the crankshaft 24A. A pedal 30 is connected to each crank arm 24B.

A drive mechanism 32 connects the crank 24 and the rear wheel 20A. The drive mechanism 32 includes a first rotor 34 , a second rotor 36 and a transmission member 38 . The crankshaft 24A and the first rotor 34 may be configured to be relatively rotatable. The crankshaft 24A and the first rotor 34 may be connected via a first one-way clutch. The first one-way clutch rotates the first rotating body 34 in the first direction when the crank 24 rotates in the first direction, and rotates the first rotating body 34 relative to the crank 24 when the crank 24 rotates in the second direction. may be configured to allow The first rotation direction is the rotation direction when the manpowered vehicle 4 moves forward, and the second rotation direction indicates the direction opposite to the first rotation direction. The first rotor 34 includes one or more sprockets, pulleys, or bevel gears. The crankshaft 24A and the first rotating body 34 may be configured so as not to rotate relative to each other. The transmission member 38 transmits the torque of the first rotor 34 to the second rotor 36 . Transmission member 38 includes, for example, a chain, belt, or shaft.

The second rotating body 36 is connected to the rear wheel 20A. The second rotor 36 includes one or more sprockets, pulleys, or bevel gears. A second one-way clutch is preferably provided between the second rotor 36 and the rear wheel 20A. The second one-way clutch rotates the rear wheel 20A in the third direction when the second rotor 36 rotates in the third direction, and rotates the second rotor 20A relative to the rear wheel 20A when the second rotor 36 rotates in the fourth direction. It may be configured to allow 36 relative rotations. The third rotation direction is the rotation direction when the manpowered vehicle 4 moves forward, and the fourth rotation direction indicates the opposite direction of the third rotation direction.

A front wheel 20</b>B is attached to the frame 22 via a front fork 40 . A handlebar 42 is connected to the front fork 40 via a stem 44 . In this embodiment, the rear wheels 20A are connected to the cranks 24 by the drive mechanism 32, but at least one of the rear wheels 20A and the front wheels 20B may be connected to the cranks 24 by the drive mechanism 32.

The detector 10 detects information about the manpowered vehicle 4 . The detection unit 10 outputs the detected information to the communication unit 12 as detection information.
The information on the manpowered vehicle 4 includes information on travel of the manpowered vehicle 4 . The information about the manpowered vehicle 4 includes running speed, running distance, running speed average speed within a predetermined distance, cadence, gear ratio, vertical acceleration of the frame 22 of the manpowered vehicle 4, left and right of the frame 22 of the manpowered vehicle 4, and so on. Acceleration, acceleration relative to the traveling direction, torque related to pedaling force, and inclination angle of the manpowered vehicle 4 are included. Torque includes the human torque input to the crank 24 . The human torque input to the crank 24 includes the human torque detected by the pedal 30, the human torque detected by the crankshaft 24A, and the human torque detected by the crank arm 24B. The cadence includes at least one of an estimated cadence value and a measured cadence value detected by the detection unit 10 . The cadence estimated value is calculated based on the rotational speed of the wheels 20 and the gear ratio between the first rotor 34 and the second rotor 36 . The measured cadence value includes at least one of the rotation speed of the crankshaft 24A and the rotation speed of the crank arm 24B detected by the detection unit 10. FIG.

The detection unit 10 includes a torque detection unit 52 that detects torque input to the manpowered vehicle 4, a cadence detection unit 54 that detects information about rotation of the crankshaft 24A or the crank arm 24B, and a work input to the manpowered vehicle 4. At least one of a power meter 55 for detecting the amount and a vehicle speed sensor 48 for detecting the running speed of the manpowered vehicle 4 is included.

As an example, the torque detector 52 detects the torque of the human power driving force input to the crankshaft 24A. Torque detector 52 includes a strain sensor, a magnetostrictive sensor, a pressure sensor, or the like. A strain sensor includes a strain gauge. The torque detector 52 is provided in a power transmission path or a member included in the vicinity of a member included in the power transmission path. The members included in the power transmission path are, for example, the crankshaft 24A, a member that transmits the human power driving force between the crankshaft 24A and the first rotating body 34, the crank arm 24B, or the pedal 30. The manpower driving force may include the power of the manpower driving force. In this case, the value obtained by multiplying the torque detected by the torque detector 52 by the rotational speed of the crankshaft 24A detected by the cadence detector 54 is the power.

Vehicle speed sensor 48 , in one example, is configured to detect magnets provided on wheels 20 of manpowered vehicle 4 . A vehicle speed sensor 48 is used to detect the rotational speed of the wheels 20 of the manpowered vehicle 4 . A vehicle speed sensor 48 outputs a signal corresponding to the rotational speed of the wheels 20 . The vehicle speed sensor 48 preferably includes a magnetic lead that constitutes a reed switch or a Hall element. The vehicle speed sensor 48 may be attached to the chain stay of the frame 22 of the manpowered vehicle 4 and configured to detect magnets attached to the rear wheels, or may be provided to the front fork 40 and configured to detect magnets attached to the front wheels 20B. may be In one example, the vehicle speed sensor 48 includes one magnet provided on the wheel 20, a magnetic detection section for the magnet, and a sensor calculation section. The sensor calculation unit of the vehicle speed sensor 48 multiplies the magnet detection frequency in a predetermined period of time by the circumference of the wheel 20 to calculate the traveled distance per predetermined period of time. Find speed. Wheel 20 may be provided with a plurality of magnets. In this case, the magnets are evenly spaced in the circumferential direction. In another example, vehicle speed sensor 48 may utilize a position sensing system to determine vehicle speed. In one example, vehicle speed sensor 48 includes a device that utilizes GPS (Global Positioning System). In this example, the vehicle speed sensor 48 includes a smart phone, a mobile phone, and a smart watch, and uses the GPS function provided in these devices to obtain the running speed from the distance traveled by the bicycle per predetermined time.

The cadence detector 54 is used to detect the rotational speed of the crankshaft 24A or the crank arm 24B. The cadence detector 54 is attached to the frame 22 of the manpowered vehicle 4, for example. The cadence detector 54 includes a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet whose magnetic field intensity changes in the circumferential direction is provided on the crankshaft 24A, a member that rotates in conjunction with the crankshaft 24A, or a power transmission path between the crankshaft 24A and the first rotor 34. . A member that rotates in conjunction with the crankshaft 24A includes the output shaft of the motor 16 . The cadence detector 54 outputs a signal corresponding to the rotational speed of the crankshaft 24A. The magnet may be provided on a member that rotates integrally with the crankshaft 24A in the power transmission path of the human-powered driving force from the crankshaft 24A to the first rotating body 34 . For example, magnets may be provided on the first rotating body 34 if a first one-way clutch is not provided between the crankshaft 24A and the first rotating body 34 . The cadence detector 54 may include an optical sensor instead of the magnetic sensor.

The power meter 55 is attached to at least one of the crankshaft 24A, the crank arm 24B, the hub of the rear wheel 20A, and the pedals 30. The power meter 55 detects work by measuring the distortion of the part to which the power meter 55 is attached.

The communication unit 12 outputs detection information from the detection unit 10 as described above. The communication unit 12 may be provided in the detection unit 10 . The communication unit 12 may be configured as a component independent of the detection unit 10 . The communication unit 12 communicates with a communication partner wirelessly or by wire. Communication by the communication unit 12 includes transmission and reception of information with a communication partner and output without specifying a communication partner. The output without specifying the communication partner indicates that, when there are one or more communication partners that can receive the information, the information is output in an output state in which the communication partner can receive the information without forming mutual communication. By changing the output state of the communication unit 12, the communication unit 12 transmits the detection information to a predetermined communication partner. The output state of the communication unit 12 is controlled by the control unit 6 .

The communication unit 12 receives commands from the control unit 6 . The communication unit 12 changes the output state according to a command from the control unit 6 . The communication unit 12 has multiple output states. For example, the communication unit 12 has a first output state and a second output state. Examples of output states are listed below.

In the first example, the communication unit 12 has a first output state and a second output state for wirelessly outputting a signal. In the first output state, a signal with a first intensity is output. A signal of a second intensity that is weaker than the first intensity is output. In this case, power consumption in the first output state is less than power consumption in the second output state.

In the second example, the communication unit 12 has a first output state and a second output state for wirelessly outputting a signal. In the first output state, the signal of the first frequency is output. A signal of a second frequency lower than the first frequency is output.

In the third example, the communication unit 12 has a first output state and a second output state in which a signal is wirelessly output. In the first output state, the signal is output in a first period. , to output a signal with a second period longer than the first period. In this case, power consumption in the second output state is less than power consumption in the first output state.

As shown in FIG. 2 , the battery unit 14 supplies power to at least the control section 6 , the motor 16 , the detection section 10 and the communication section 12 . Battery unit 14 may also power other components. In one example, battery unit 14 powers computer 18 as another component. The battery unit 14 may or may not supply power to the components contained in the battery. The remaining battery capacity of the battery unit 14 is managed by the controller 6 . The battery unit 14 outputs the remaining battery capacity or information about the remaining battery capacity to the control unit 6 . The information about the remaining battery capacity includes the voltage across the terminals of the battery unit 14 .

As shown in FIG. 3, the battery unit 14 includes a battery main body 14a, a battery control section 14b, and a battery communication section 14c. The battery body 14a includes a secondary battery. The battery unit 14 is configured to be rechargeable.

The battery control unit 14b calculates the remaining battery capacity of the battery unit 14. FIG. The battery control unit 14b manages the remaining battery level. The remaining battery capacity, in one example, is defined as the ratio of discharged capacity to full charged capacity, and is expressed as a percentage. The remaining battery capacity can be calculated based on the discharge capacity and the full charge capacity. Also, the remaining battery capacity may be calculated based on a relational expression or a discharge map that relates the remaining battery capacity and the terminal voltage of the battery main body 14a. In one example, the battery control unit 14b has a discharge map indicating the relationship between the remaining battery capacity and the terminal voltage of the battery body 14a, and calculates the remaining battery capacity based on the discharge map and the terminal voltage. The battery control unit 14b outputs the remaining battery level to the control unit 6 via the battery communication unit 14c.

The battery control unit 14 b may collect running state information about the running state of the manpowered vehicle 4 . In this embodiment, the battery control unit 14b collects running state information about the running state of the manpowered vehicle 4 via the battery communication unit 14c. For example, the battery control unit 14b acquires torque as information from the motor control unit 16c via the battery communication unit 14c. Furthermore, the battery control unit 14b acquires the traveling speed as information from the vehicle speed sensor 48 via the battery communication unit 14c. Furthermore, the battery control unit 14b may acquire mode information regarding assistance from an operating device provided in the manpowered vehicle 4. FIG. The mode information includes normal assist mode and walking mode.

The battery control unit 14b outputs all or part of the collected running state information to other components through the battery communication unit 14c. In one example, the battery control unit 14b outputs all or part of the collected running state information to the second human-powered vehicle electric component 58 via the battery communication unit 14c.

The battery control unit 14b limits power supply destinations based on the remaining battery level. In this embodiment, the battery control unit 14b does not limit the power supply destination when the remaining battery level is equal to or greater than the first predetermined value. The battery control unit 14b excludes the motor 16 from power supply destinations and stops power supply to the motor 16 when the remaining battery level is less than the first predetermined value. For example, the battery control unit 14b stops power supply to the motor 16 by operating a power cutoff switch 63 provided between the motor 16 and the battery unit 14 .

The battery communication unit 14c may be configured to be able to communicate wirelessly with the other party of communication, or may be configured to be able to communicate with the other party of communication by wire. Moreover, the battery communication part 14c may be comprised so that communication is possible via a communicating party and a power line. Communication over power lines is also called power line communication. The battery communication unit 14c may output information to the communication partner in response to a request from the communication partner. The battery communication unit 14c may periodically output information regardless of whether or not there is a request from the communication partner.

The controller 6 will be described with reference to FIGS. 3 to 7. FIG.
The control unit 6 performs various calculations and determinations and outputs commands. The control unit 6 acquires the remaining battery level from the battery unit 14 . The control unit 6 makes various determinations based on the remaining battery charge, and issues commands to the communication unit 12 of the detection unit 10 based on the determinations.

The control unit 6 may acquire information about the remaining battery power from the battery unit 14 and calculate the remaining battery power based on the information about the remaining battery power. The information on the remaining battery level includes the terminal voltage of the battery main body 14a. The control unit 6 has a discharge map indicating the relationship between the remaining battery capacity and the terminal voltage of the battery main body 14a, and calculates the remaining battery capacity based on the discharge map and the terminal voltage. When the control unit 6 calculates the remaining battery capacity in this way, the battery control unit 14b does not need to calculate the remaining battery capacity.

When the manpowered vehicle 4 is provided with a plurality of battery units 14 , the controller 6 acquires the remaining battery capacity from each of the plurality of battery units 14 . The control unit 6 may acquire information about the remaining battery level from each of the plurality of battery units 14 . The control unit 6 may calculate the remaining battery capacity of the plurality of battery units 14 as a whole based on the information about the remaining battery capacity of each of the plurality of battery units 14 .

The control unit 6 determines the battery state based on the remaining battery level. The battery state indicates the state of the remaining battery capacity of the battery unit 14 . The battery states include a first battery state and a second battery state. The second battery state is a state different from the first battery state. In this embodiment, the second battery state indicates a state in which the remaining battery level is less than that of the first battery state.

The control unit 6 controls the communication unit 12 to output the detection information in the first output state when at least one battery unit 14 is in the first battery state. When at least one battery unit 14 is in a second battery state different from the first battery state, the control unit 6 outputs the detection information in a second output state different from the first output state of the communication unit 12. The communication unit 12 is controlled as follows.

The first battery state and the second battery state can be defined as follows. The remaining battery capacity of at least one battery unit 14 in the first battery state is greater than or equal to the first predetermined value. The remaining battery charge of at least one battery unit 14 in the second battery state is less than the second predetermined value. In this embodiment, the first predetermined value is greater than the second predetermined value. The first predetermined value may be equal to the second predetermined value. If the first predetermined value is greater than the second predetermined value, battery unit 14 further has a third battery state. In this case, the remaining battery capacity of at least one battery unit 14 in the third battery state is greater than or equal to the second predetermined value and less than the first predetermined value.

When the manpowered vehicle 4 is provided with a plurality of battery units 14, the first battery state and the second battery state may be defined as follows. A plurality of battery units 14 may be defined to be in the first battery state when the remaining battery levels of a predetermined number or more of the plurality of battery units 14 are equal to or greater than a first predetermined value. When the battery remaining capacity of less than a predetermined number of battery units 14 among the plurality of battery units 14 is less than a second predetermined value, the plurality of battery units 14 may be defined as being in the second battery state. When the first predetermined value is greater than the second predetermined value, the third battery state is a state other than the first battery state and a state other than the second battery state.

The control unit 6 may control the communication unit 12 so that the first electrical component 56 for a human-powered vehicle receives the detection information from the communication unit 12 in the first battery state. "Controlling the communication unit 12 so that the first electric part 56 for manpower driven vehicle receives the detection information" means that the first electric part 56 for manpower driven vehicle outputs the detection information in the receivable output state. indicates that the communication unit 12 is controlled.

In one example, in the case where the first manpowered vehicle electric component 56 is configured to be able to acquire the detection information of the first output state, the control unit 6 causes the communication unit 12 to output the detection information of the first output state. The communication unit 12 is controlled so as to An example of the first output state is an output form in which the output cycle is the first cycle.

Specifically, when the first electric component for manpower-driven vehicle 56 can receive the signal output in the first cycle, the control unit 6 controls the remaining battery capacity of at least one battery unit 14 to reach the first predetermined value. In the case above, the communication unit 12 is controlled so that the detection information is output from the communication unit 12 to the first electrical component 56 for the human-powered vehicle in the first cycle. In this example, the state in which the remaining battery charge is greater than or equal to the first predetermined value corresponds to the first battery state.

In the second battery state, the control unit 6 controls the communication unit 12 so that the second electric component 58 for the human-powered vehicle, which is different from the first electric component 56 for the human-powered vehicle, receives the detection information from the communication unit 12 . may “Controlling the communication unit 12 so that the second electric component 58 for manpower driven vehicle receives the detection information” means that the second electric component 58 for manpower driven vehicle outputs detection information in a receivable output state. indicates that the communication unit 12 is controlled.

In one example, when the second manpower-driven vehicle electric component 58 is configured to be able to acquire the detection information of the second output state, the control unit 6 causes the communication unit 12 to output the detection information of the second output state. The communication unit 12 is controlled so as to An example of the second output state is an output form in which the output cycle is the second cycle.

Specifically, when the second electric component for manpower-driven vehicle 58 can receive the signal output in the first cycle, the control unit 6 controls the remaining battery capacity of at least one battery unit 14 to reach the second predetermined value. If it is less than that, the communication unit 12 is controlled so that the detection information is output from the communication unit 12 to the second electric component 58 for the human-powered vehicle at the second cycle. In this example, the second predetermined value is equal to or less than the first predetermined value. In this example, the state in which the remaining battery charge is less than the second predetermined value corresponds to the second battery state.

As described above, the control unit 6 changes the transmission destination of the detection information by changing the output state of the communication unit 12 according to the remaining battery level. The first human-powered vehicle electrical component 56 and the second human-powered vehicle electrical component 58 that receive the detection information from the communication unit 12 preferably have the following relationship.

The first manpower-driven vehicle electrical component 56 and the second manpower-driven vehicle electrical component 58 are both components that consume electric power. The power consumption of the second manpower-driven vehicle electrical component 58 is smaller than the power consumption of the first manpower-driven vehicle electrical component 56 . Both the first manpowered vehicle electrical component 56 and the second manpowered vehicle electrical component 58 use the same information. Further, the first human powered vehicle electrical component 56 and the second human powered vehicle electrical component 58 preferably use the same information for different purposes. For example, the first manpower-driven vehicle electric component 56 is an electric component that assists the running of the manpower-driven vehicle 4 and includes the motor 16 . The second human powered vehicle electrical component 58 is an electrical component for communicating information to the rider and includes the computer 18 . In one example, the motor 16 as the first power vehicle electrical component 56 uses torque as information for motor control. The computer 18 as the second manpowered vehicle electric component 58 uses torque as information for display information to be shown to the rider.

The electric component 56 for the first man-powered vehicle will be described.
The first manpowered vehicle electrical component 56 is configured to receive detection information of the first output state from the detector 10 . Preferably, the first electric vehicle component 56 includes a first component communication section 56a. The first component communication unit 56 a of the first electric component 56 for manpowered vehicle is configured to receive the detection information of the first output state output from the communication unit 12 .

The first human powered vehicle electrical component 56 includes the motor 16 . The first electric vehicle component 56 includes the transmission 17 . First human powered vehicle electrical component 56 may include motor 16 and transmission 17 .

An example of the motor 16 will be described as an example of the electric component 56 for the first manpowered vehicle. The motor 16 includes a motor body portion 16a including a rotor, a motor control circuit 16b that controls rotation of the rotor of the motor body portion 16a, a motor control portion 16c, and a motor communication portion 16d. Motor control circuit 16b includes an inverter circuit. The motor control section 16c forms a control signal to be input to the motor control circuit 16b.

Motor communication section 16d of motor 16 includes a first motor communication section 16e that communicates with battery communication section 14c of battery unit 14 and a second motor communication section 16f that communicates with communication section 12 of detection section 10 .

The first motor communication section 16 e communicates with the battery unit 14 . Through communication with the battery unit 14, the first motor communication unit 16e acquires the traveling speed and mode information regarding traveling as the information collected by the battery control unit 14b. The first motor communication unit 16e outputs torque as information acquired from the communication unit 53 of the torque detection unit 52 via the second motor communication unit 16f to the battery control unit 14b.

The second motor communication section 16 f communicates with the communication section 53 of the torque detection section 52 as the detection section 10 . The motor 16 receives the detection information of the first output state of the detection section 10 via the second motor communication section 16f. The second motor communication unit 16f is configured to be capable of wireless communication. Specifically, the motor control unit 16c acquires torque as information output from the torque detection unit 52 as the detection unit 10 in the first output state. A first output state is an output state in which information is output in a first cycle.

The motor control unit 16c forms a control signal for controlling the motor 16 based on the torque as information, the traveling speed as information, and the mode information. The motor control section 16c controls the output of the motor 16 by inputting control signals to the motor control circuit 16b.

Electric power is supplied from the battery unit 14 to the motor body 16a, the motor control circuit 16b, the motor control unit 16c, and the motor communication unit 16d, which are components of the motor 16 . When the battery level of the battery unit 14 is low, the power supply from the battery unit 14 to the motor 16 is cut off by the battery control section 14b. Cutting off the power supply to the motor 16 also cuts off the power supply to each component of the motor 16 .

The second electric component 58 for manpower driven vehicle will be described.
The second human powered vehicle electrical component 58 is configured to receive detection information of the second output state from the detector 10 . The second output state is an output form in which the output cycle is the second cycle. Preferably, the second electric vehicle component 58 includes a second component communication section 58a. The second component communication section 58 a of the second manpower driven vehicle electric component 58 is configured to receive detection information of the second output state output from the communication section 12 .

The second power vehicle electrical component 58 includes the computer 18 . Computers 18 include cycle computers 60, smart phones, cell phones, and smart watches.

An example of the computer 18 will be described as an example of the electrical component 58 for the second man-powered vehicle. The computer 18 includes a first computer communication section 18a, a second computer communication section 18b, a calculation section 18c, and a display section 18d. The second computer communication section 18b is an example of the second component communication section 58a. For example, the calculation unit 18c forms display data based on the traveling speed as information and the torque as information. The display unit 18d displays display data according to a command from the calculation unit 18c.

The first computer communication section 18a communicates with the battery communication section 14c. The computer 18 acquires running state information about the manpowered vehicle 4 from the battery control unit 14b via the first computer communication unit 18a. For example, the first computer communication unit 18a acquires the running speed and torque as the running state information from the battery control unit 14b.

The second computer communication section 18 b communicates with the communication section 53 of the torque detection section 52 as the detection section 10 . The computer 18 acquires detection information of the second output state from the communication section 12 of the detection section 10 via the second computer communication section 18b. The second computer communication unit 18b is configured to be capable of wireless communication. Specifically, the computer 18 acquires the torque as information output from the torque detection section 52 as the detection section 10 in the second output state. A second output state indicates an output state in which information is output in a second cycle.

Thus, the computer 18 as the second electric vehicle component 58 can obtain torque from two routes. The first route is a route for obtaining torque from the battery control section 14b via the first computer communication section 18a. A second route is a route of directly acquiring the torque from the communication section 12 of the detection section 10 via the second computer communication section 18b.

If torque as information can be obtained from the first computer communication unit 18a, the calculation unit 18c of the computer 18 forms display data using the torque obtained from the first computer communication unit 18a. If torque as information can be obtained from the second computer communication unit 18b, the calculation unit 18c of the computer 18 forms display data using the torque obtained from the second computer communication unit 18b.

The second human-powered vehicle electric component 58 displays the detection information output from the detection section 10 on the display section 18d, or calculates a calculated value useful for the rider based on the detection information, and displays the calculated value on the display section. Shown in 18d. For example, the cycle computer 60, smartphone, mobile phone, and smart watch as the computer 18 display the detection information output from the detection unit 10 on the display unit 18d, or calculate information calculated based on the detection information is displayed on the display unit 18d. As a specific example, the cycle computer 60 periodically acquires the travel speed from the vehicle speed sensor 48, calculates the travel distance based on the travel speed, and displays the travel distance on the display section 18d.

The amount of information or the number of acquisitions that the second electrical component for manpower-driven vehicle 58 acquires from the detection unit 10 in a unit time is the amount of information or the number of acquisitions that the first electrical component for manpower-driven vehicle 56 acquires from the detection unit 10 in a unit time. may be less than

A cycle of communication between the first electrical component 56 for manpower driven vehicle and the communication unit 12 of the detection unit 10 and a cycle of communication between the second electrical component 58 for manpower driven vehicle and the communication unit 12 of the detection unit 10 There may be a difference between For example, if the first manpower-driven vehicle electric component 56 is a device that contributes to the running of the manpower-driven vehicle 4, such as the motor 16 or the transmission 17, communication between the first manpower-driven vehicle electric component 56 and the detection unit 10 is performed. Communication with the unit 12 is performed in the first period.

When the second human-powered vehicle electrical component 58 is the computer 18 that transmits information to the rider, the second human-powered vehicle electrical component 58 can receive the detection information in the second cycle. Communication between the electrical component 58 and the communication section 12 of the detection section 10 is performed in the second cycle. The amount of information when the motor 16 and transmission 17 are controlled based on the detected information is preferably larger than the amount of information used by the computer 18 to show the detected information to the rider. Therefore, the first period is preferably shorter than the second period.

An example of the manpowered vehicle control device 2 will be described with reference to FIGS. 2 to 7 .
Manpowered vehicle 4 includes components controlled by manpowered vehicle controller 2 . The manpowered vehicle 4 includes a first manpowered vehicle electrical component 56 , a second manpowered vehicle electrical component 58 , a detection section 10 , a communication section 12 of the detection section 10 , and a manpowered vehicle control device 2 . including. The manpowered vehicle 4 further includes an additional detector 62 . The manpowered vehicle control device 2 includes a control section 6 .

The first human powered vehicle electrical component 56 includes the motor 16 . The second power vehicle electrical component 58 includes a cycle computer 60 .

The detector 10 includes a torque detector 52 . The communication unit 53 acquires the torque as information from the torque detection unit 52 and outputs the torque as information. The communication unit 53 may be configured to be capable of wireless communication.

The torque detector 52 is provided, for example, on the crankshaft 24A. Torque detector 52 detects the distortion of crankshaft 24A. A communication unit 53 of the torque detection unit 52 is provided on the crankshaft 24A. A communication unit 53 of the torque detection unit 52 can communicate with the control unit 6 wirelessly. The communication unit 53 of the torque detection unit 52 wirelessly outputs torque as detection information. The communication section 53 of the torque detection section 52 switches the output state of the communication section 53 based on the command from the control section 6 .

The control unit 6 switches commands to be sent to the communication unit 53 according to the battery state. In the case of the first battery state, the control unit 6 issues a first command to operate the communication unit 53 so as to output information that can be received by the first electrical component 56 for the human-powered vehicle. Specifically, the control unit 6 issues the first command when the remaining battery capacity is equal to or greater than the first predetermined value. The first command is a signal for operating the communication unit 53 to output torque as detection information according to the first output state. The communication unit 53 of the torque detection unit 52 outputs torque as detection information in a first output state based on the first command. The first output state is, for example, an output mode in which torque as detection information is output in the first cycle.

In the case of the second battery state, the control unit 6 issues a second command for operating the communication unit 53 so as to output information that can be received by the second electrical component 58 for a human-powered vehicle. Specifically, the control unit 6 issues the second command when the remaining battery charge is less than the second predetermined value. The second command is a command to operate the communication unit 53 so as to output the torque as the detection information according to the second output state. The communication unit 53 of the torque detection unit 52 outputs torque as detection information in the second output state based on the second command. The second output state is, for example, an output mode in which torque as detection information is output in the second cycle.

Additional detector 62 includes vehicle speed sensor 48 . The vehicle speed sensor 48 includes a travel speed detection section 48a and a vehicle speed sensor communication section 48b. The vehicle speed sensor communication unit 48b outputs detection information detected by the traveling speed detection unit 48a to the battery control unit 14b.

The battery unit 14 supplies power to the control section 6 , the motor 16 , the cycle computer 60 , the vehicle speed sensor 48 , the torque detection section 52 and the communication section 53 . Power is supplied to the torque detector 52 by a contact that slides on the crankshaft 24A or by wireless power supply. If the cycle computer 60 has a built-in battery, power may not be supplied from the battery unit 14 to the cycle computer 60 . The battery unit 14 includes a battery main body 14a, a battery control section 14b, and a battery communication section 14c.

The battery communication unit 14 c outputs the remaining battery level to the control unit 6 . The battery communication section 14 c communicates with the motor communication section 16 d of the motor 16 . Battery communication unit 14c communicates with vehicle speed sensor communication unit 48b of vehicle speed sensor 48 .

The battery control unit 14b acquires the traveling speed as information from the vehicle speed sensor communication unit 48b. The battery control unit 14b acquires torque as information from the motor control unit 16c. The battery control unit 14b outputs the running speed and torque as collected information to the cycle computer 60. FIG.

The battery control unit 14b does not limit the power supply destination when the remaining battery level is equal to or greater than the first predetermined value. The battery control unit 14b excludes the motor 16 from power supply destinations and stops power supply to the motor 16 when the remaining battery level is less than the first predetermined value. In one example, the battery control unit 14b stops power supply to the motor 16 by operating a power cutoff switch 63 provided on the power line connecting the motor 16 and the battery unit 14 .

The motor 16 includes a motor body portion 16a, a motor control circuit 16b, a motor control portion 16c, and a motor communication portion 16d. Motor communication portion 16d includes a first motor communication portion 16e that communicates with battery communication portion 14c of battery unit 14 and a second motor communication portion 16f that communicates with communication portion 12 of detection portion 10 . The second motor communication unit 16f is configured to receive detection information of the first output state of the detection unit 10. FIG.

The motor control unit 16c communicates with the battery control unit 14b and acquires the traveling speed and mode information as information from the battery control unit 14b. The motor control unit 16c acquires torque as information via the second motor communication unit 16f. The motor control unit 16c outputs torque as information to the battery control unit 14b. Further, the motor control section 16c forms a control signal based on the traveling speed, torque and mode information, and controls the output of the motor 16 based on the motor control section 16c.

The cycle computer 60 includes a first computer communication section 60a, a second computer communication section 60b, a calculation section 60c, and a display section 60d. The cycle computer 60 is configured to communicate with the battery communication section 14 c of the battery unit 14 and the communication section 53 of the torque detection section 52 . The first computer communication section 60a communicates with the battery communication section 14c. The second computer communication section 60 b communicates with the communication section 53 of the torque detection section 52 . Specifically, the second computer communication section 60b is configured to receive detection information of the second output state of the detection section 10 .

The cycle computer 60 acquires the running speed and torque as information from the battery control section 14b via the first computer communication section 60a. The travel speed and torque are used by software embedded in the cycle computer 60 . In one example, cycle computer 60 calculates the rider's calorie consumption based on riding speed and torque.

The cycle computer 60 wirelessly communicates with the communication section 53 of the torque detection section 52 via the second computer communication section 60b. The cycle computer 60 acquires torque as information from the communication section 53 of the torque detection section 52 via the second computer communication section 60b.

The cycle computer 60 can acquire torque as information from the two routes as described above. A first route is a route via the battery control unit 14b. The first route is used by the cycle computer 60 when power is supplied to the motor 16 and torque as information can be output from the motor communication section 16d of the motor 16 to the battery control section 14b. A second route is a route via the communication unit 53 of the torque detection unit 52 . The second route is used by the cycle computer 60 when torque as information cannot be output from the motor communication section 16d of the motor 16 to the battery control section 14b because power is not supplied to the motor 16 .

If torque as information can be obtained from the first computer communication unit 60a, the calculation unit 60c of the cycle computer 60 forms display data using the torque obtained from the first computer communication unit 60a. If torque as information can be obtained from the second computer communication unit 60b, the calculation unit 60c of the cycle computer 60 forms display data using the torque obtained from the second computer communication unit 60b.

The calculation unit 60c of the cycle computer 60 displays the running speed on the display unit 60d. The cycle computer 60 may calculate the traveled distance based on the successively acquired travel speeds and display the traveled distance on the display section 60d. Furthermore, the cycle computer 60 may calculate the calorie consumption based on the torque that is obtained sequentially, and display the calorie consumption on the display section 60d.

An example of power control based on remaining battery capacity will be described with reference to FIG.
The battery control unit 14b periodically executes the following battery control process.

In the first step S11, the battery control unit 14b determines whether or not the remaining battery level is equal to or greater than the first predetermined value. If the remaining battery level is equal to or greater than the first predetermined value, the battery control unit 14b supplies electric power to the motor 16, the cycle computer 60, the vehicle speed sensor 48, the torque detection unit 52, and the communication unit 53 in the second step S12. do not limit

If the remaining battery level is not equal to or greater than the first predetermined value, the battery control unit 14b instructs to stop supplying power to the motor 16 in the third step S13. The motor 16 is stopped by stopping the power supply to the motor 16 . Specifically, the battery control unit 14 b stops the power supply to the motor 16 by operating the power cutoff switch 63 . Since the operation of the battery communication unit 14c is also stopped by stopping the power supply to the motor 16, torque as information from the motor 16 is no longer output to the battery control unit 14b.

FIG. 5 is a diagram showing the remaining battery capacity of the battery unit 14. As shown in FIG. In one example, the first predetermined value is a value less than 50% of the remaining battery capacity. The second predetermined value is a value smaller than the first predetermined value.

Next, communication unit control processing executed by the control unit 6 will be described.
The control unit 6 causes the torque detection unit 52 to change the output state of the communication unit 53 according to the battery state. When the remaining battery level is equal to or greater than the first predetermined value, the control unit 6 controls the torque detection unit 52 to wirelessly output torque as information from the communication unit 53 of the torque detection unit 52 in the first cycle. 53 is controlled.

When the remaining battery level is less than the second predetermined value, the control unit 6 causes the torque detection unit 52 to wirelessly output torque as information from the communication unit 53 of the torque detection unit 52 in the second cycle. 53 is controlled. The second period is longer than the first period.

When the remaining battery level is equal to or less than the first predetermined value and less than the second predetermined value, the control unit 6 wirelessly outputs the torque as information from the communication unit 53 of the torque detection unit 52 in the second cycle. It controls the communication section 53 of the torque detection section 52 .

FIG. 6 shows an example of communication unit control processing executed by the control unit 6 .
In the first step S<b>21 , the controller 6 acquires the remaining battery level from the battery unit 14 . The control unit 6 determines whether or not the remaining battery level is equal to or greater than the first predetermined value. When the remaining battery level is equal to or greater than the first predetermined value, in the second step S22, the control unit 6 instructs the communication unit 53 of the torque detection unit 52 to transmit torque as information from the communication unit 53 of the torque detection unit 52. output in one cycle" is issued. If the remaining battery capacity is not equal to or greater than the first predetermined value, in the third step S23, the control section 6 instructs the communication section 53 of the torque detection section 52 to transmit torque as information from the communication section 53 of the torque detection section 52 to the second Issue a command to operate "output periodically".

Actions based on these series of controls will be described.
When the remaining battery level becomes less than the first predetermined value, the power supply to the motor 16 is stopped and the motor 16 is stopped. In this case, when the motor 16 is stopped due to the power supply being stopped, the torque, which is the information acquired by the motor 16, is not output to the battery control unit 14b. At this time, the cycle computer 60 cannot acquire torque as information from the battery control unit 14b. On the other hand, when the remaining battery capacity is less than the first predetermined value, the control unit 6 controls the torque detection unit 52 to transmit detection information of the second output state that can be received by the cycle computer 60 to the torque detection unit. 52 to output. As a result, even when the motor 16 stops, the cycle computer 60 can acquire the torque as information.

Another example of the communication unit control process executed by the control unit 6 will be described with reference to FIG.
In the examples shown in FIGS. 5 and 6, the control unit 6 distinguishes between a first state in which the remaining battery charge is equal to or greater than the first predetermined value and a second state in which the remaining battery charge is less than the first predetermined value. , the output state of the torque detector 52 is made different in each state. The first state and the second state are distinguished by a first predetermined value. On the other hand, in the following example, the control unit 6 sets the first state in which the remaining battery charge is equal to or greater than the first predetermined value, the second state in which the remaining battery charge is less than the second predetermined value, and the The control of the communication unit 53 of the torque detection unit 52 is made different in each state by distinguishing between the third state in which the torque is less than the first predetermined value and equal to or greater than the second predetermined value. The second predetermined value is a value different from the first predetermined value and smaller than the first predetermined value.

The battery control unit 14b instructs to stop the power supply to the motor 16 when the remaining battery power is less than the first predetermined value. The motor 16 is stopped by stopping the power supply to the motor 16 . By stopping the power supply to the motor 16, torque as information is not output from the motor 16 to the battery control unit 14b.

Next, communication unit control processing executed by the control unit 6 will be described.
When the remaining battery level is equal to or greater than the first predetermined value, the control unit 6 instructs the communication unit 53 of the torque detection unit 52 to "output the torque as information from the communication unit 53 in the first period." to control.

When the remaining battery level is less than the second predetermined value, the control unit 6 instructs the communication unit 53 of the torque detection unit 52 to "output the torque as information from the communication unit 53 in the second period." to control. The first period is shorter than the second period.

When the remaining battery level is equal to or more than the second predetermined value and less than the first predetermined value, the control unit 6 instructs the communication unit 53 of the torque detection unit 52 to output torque as information from the communication unit 53 in the third period. , the communication unit 53 is controlled as follows. The third period is shorter than the second period and longer than the first period.

FIG. 7 shows an example of communication unit control processing executed by the control unit 6 .
In the first step S<b>31 , the controller 6 acquires the remaining battery level from the battery unit 14 . The control unit 6 determines whether or not the remaining battery level is equal to or greater than the first predetermined value.

When the remaining battery level is equal to or greater than the first predetermined value, in the second step S32, the control unit 6 instructs the communication unit 53 of the torque detection unit 52 to transmit torque as information from the communication unit 53 of the torque detection unit 52. output in one cycle" is issued.

When the remaining battery charge is not equal to or greater than the first predetermined value, in a third step S33, the controller 6 determines whether the remaining battery charge is less than the second predetermined value.

When the remaining battery level is less than the second predetermined value, in the fourth step S34, the control unit 6 instructs the communication unit 53 of the torque detection unit 52 to transmit torque as information from the communication unit 53 of the torque detection unit 52. Output in 2 cycles” command is issued.

In the third step S33, if the remaining battery charge is not less than the second predetermined value, in the fifth step S35, the control unit 6 sends the communication unit 53 of the torque detection unit 52 "Information from the communication unit 53 of the torque detection unit 52 output torque at the third cycle".

<Second embodiment>
A control device 2 for a manpowered vehicle according to a second embodiment will be described with reference to FIGS. 8 to 12. FIG. In the second embodiment, the same reference numerals as in the first embodiment are assigned to the same configurations as in the first embodiment, and overlapping descriptions are omitted. In this embodiment, in addition to the configuration of the first embodiment, control of the plurality of battery units 14 is also included in the control of the communication unit 12 according to the remaining battery level. In this embodiment, the first human powered vehicle electrical component 56 is configured to receive a signal at a first frequency. The second powered vehicle electrical component 58 is configured to receive a signal at a second frequency.

The manpowered vehicle control device 2 includes a control unit 6 that controls the manpowered vehicle 4 .
The manpowered vehicle 4 includes a detection unit 10 that detects information about the manpowered vehicle 4 , a communication unit 12 that outputs detection information from the detection unit 10 , and at least one battery unit 14 . The manpowered vehicle 4 further includes a control unit 6 .

At least one battery unit 14 includes a first battery unit 14A and a second battery unit 14B.

As shown in FIG. 8 , the first battery unit 14A supplies electric power to the motor 16 and electrical components for the manpowered vehicle other than the motor 16 . Electrical components for manpowered vehicles that have an internal battery may not be powered by the first battery unit 14A. The second battery unit 14B supplies electric power to the electric parts for the manpowered vehicle other than the motor 16 . Preferably, the capacity of the first battery unit 14A is greater than the capacity of the second battery unit 14B.

The detector 10 detects information about the manpowered vehicle 4 . The detector 10 includes a torque detector 52 . The torque detector 52 is provided, for example, on the crankshaft 24A. Torque detector 52 detects the distortion of crankshaft 24A.

The communication unit 12 outputs detection information from the detection unit 10 . The sensed information includes torque. The communication unit 12 is configured to be capable of wireless communication.
The communication unit 12 may have multiple output states. For example, the communication unit 12 has a first output state and a second output state. In this embodiment, the first output state indicates a state in which detection information is output as a radio signal of a first frequency. A second output state indicates a state in which detection information is output as a radio signal of a second frequency.

The communication unit 12 outputs the detection information as a radio signal of the first frequency in the first output state, and outputs the detection information as the radio signal of the second frequency in the second output state. Based on a command from the control unit 6, the communication unit 12 outputs the detection information as one of the radio signal of the first frequency and the radio signal of the second frequency.

The 1st battery unit 14A contains the battery main body 14a, the battery control part 14b, and the battery communication part 14c like the battery unit 14 of 1st Embodiment. The second battery unit 14B includes a battery main body 14d, a battery control section 14e, and a battery communication section 14f, like the battery unit 14 of the first embodiment.

The battery control unit 14b limits the power supply to the first electric parts 56 for the human-powered vehicle according to the remaining battery capacity of the first battery unit 14A. An example of power supply control will be described below.

In this embodiment, the power of the first battery unit 14A is supplied to each component via the main electric wire 71 . The electric power of the second battery unit 14B is supplied to each component other than the first electric part 56 for the manpowered vehicle via the sub electric wire 72 . The sub electric wire 72 is connected to each component independently of the main electric wire 71 .

The first selector switch 64 is provided between the main electric wire 71 and the motor 16 as the first electrical component 56 for the manpowered vehicle. The second selector switch 66 is provided between the main electric wire 71 and the first battery unit 14A. The third changeover switch 68 is provided between the sub electric wire 72 and the second battery unit 14B.

The battery control unit 14b is provided in the electric power system 70 so as to supply power of the first battery unit 14A to each component when the remaining battery amount of the first battery unit 14A is equal to or greater than a first predetermined value. The changeover switch 64 controls the third changeover switch 68 . Also, the battery control unit 14b controls the third selector switch 68 so as not to supply the power of the second battery unit 14B to each component.

When the remaining battery capacity of the first battery unit 14A is less than the first predetermined value and equal to or greater than the second predetermined value, the battery control unit 14b supplies the electric power of the first battery unit 14A as the electric component 56 for the first human-powered vehicle. The first changeover switch 64 is controlled so that the power is not supplied to the motor 16 but to the components other than the motor 16 . Also, the battery control unit 14b controls the third selector switch 68 so as not to supply the power of the second battery unit 14B to each component.

When the remaining battery charge of the first battery unit 14A is less than the second predetermined value and greater than the third predetermined value, the battery control unit 14b transfers the electric power of the first battery unit 14A to the first human-powered vehicle electric component 56. The first changeover switch 64 is controlled so that the power is not supplied to the motor 16 as the power source, but is supplied to components other than the motor 16 . Also, the battery control unit 14b controls the third selector switch 68 so as not to supply the power of the second battery unit 14B to each component.

The battery control unit 14b controls the second selector switch 66 so as not to supply the power of the first battery unit 14A to each component when the remaining battery capacity of the first battery unit 14A is equal to or less than the third predetermined value. . The battery control unit 14b operates the third selector switch 68 to supply the power of the second battery unit 14B to components other than the motor 16 when the remaining battery capacity of the first battery unit 14A is equal to or less than the third predetermined value. Control.

The control unit 6 controls the communication unit 12 according to the remaining battery level of the first battery unit 14A.
(a) When the remaining battery capacity of the first battery unit 14A is equal to or greater than the first predetermined value, the control unit 6 transmits the electric power of the first battery unit 14A from the communication unit 12 to the first electric part 56 for the manpowered vehicle. The communication unit 12 is controlled so as to output detection information.

Further, when the control unit 6 causes the communication unit 12 to output the detection information to the first electric component 56 for the manpower-driven vehicle, the control unit 6 outputs the detection information from the communication unit 12 to the first electric component 56 for the manpower-driven vehicle. The communication unit 12 is controlled to output the radio signal of the first frequency.

(b) When the remaining battery capacity of the first battery unit 14A is less than the first predetermined value and equal to or greater than the second predetermined value, the control unit 6 controls the power of the first battery unit 14A from the communication unit 12 to the second human-powered vehicle. The communication unit 12 is controlled so as to output detection information to the electrical component 58 for use.

Further, when the control unit 6 causes the communication unit 12 to output the detection information to the second electric component 58 for the manpower-driven vehicle, the control unit 6 outputs the detection information from the communication unit 12 to the second electric component 58 for the manpower-driven vehicle. The communication unit 12 is controlled to output the radio signal of the second frequency.

(c) When the remaining battery capacity of the first battery unit 14A is less than the second predetermined value and greater than the third predetermined value, the control unit 6 controls the power of the first battery unit 14A from the communication unit 12 to the second human-powered vehicle. The communication unit 12 is controlled so as to output detection information to the electrical component 58 for use.

Further, when the control unit 6 causes the communication unit 12 to output the detection information to the second electric component 58 for the manpower-driven vehicle, the control unit 6 outputs the detection information from the communication unit 12 to the second electric component 58 for the manpower-driven vehicle. The communication unit 12 is controlled to output the radio signal of the second frequency.

(d) When the remaining battery capacity of the first battery unit 14A is equal to or less than the third predetermined value, the control unit 6 detects the electric power of the second battery unit 14B from the communication unit 12 to the second human-powered vehicle electric component 58. Control the communication unit 12 to output information.

Further, when the control unit 6 causes the communication unit 12 to output the detection information to the second electric component 58 for the manpower-driven vehicle, the control unit 6 outputs the detection information from the communication unit 12 to the second electric component 58 for the manpower-driven vehicle. The communication unit 12 is controlled to output the radio signal of the second frequency.

An example of the manpowered vehicle control device 2 will be described with reference to FIGS. 9 to 12 .
As shown in FIG. 9, the manpowered vehicle 4 includes a first manpowered vehicle electrical component 56, a second manpowered vehicle electrical component 58, a detection unit 10, a communication unit 12 of the detection unit 10, and a controller 2 for manpowered vehicles. The manpowered vehicle 4 further includes an additional detector 62 . The manpowered vehicle control device 2 includes a control section 6 .

The first human powered vehicle electrical component 56 includes the motor 16 . The second power vehicle electrical component 58 includes a cycle computer 60 .

The detector 10 includes a torque detector 52 . The communication unit 53 acquires the torque as information from the torque detection unit 52 and outputs the torque as information. The communication unit 53 may be configured to be capable of wireless communication.

The communication unit 12 is configured to be capable of outputting a radio signal of the first frequency and a radio signal of the second frequency. The communication unit 12 switches output of the radio signal of the first frequency and the radio signal of the second frequency based on the command from the control unit 6 . The communication unit 12 outputs a radio signal of the first frequency according to a command from the control unit 6 . The communication unit 12 outputs a radio signal of the second frequency according to a command from the control unit 6 .

An example of power control based on remaining battery capacity will be described with reference to FIG.
The battery control unit 14b periodically executes battery control processing for the purpose of limiting power supply to the motor 16 when the remaining battery power is low.

In the first step S41, the battery control unit 14b determines whether or not the remaining battery level is equal to or greater than the first predetermined value. When the remaining battery level is equal to or greater than the first predetermined value, in the second step S42, power is supplied from the first battery unit 14A to the motor 16, the cycle computer 60, the torque detection section 52, and the communication section 53. It controls the power system 70 .

When the remaining battery charge is not equal to or greater than the first predetermined value, the battery control unit 14b determines whether or not the remaining battery charge is greater than the third predetermined value in a third step S43. In a fourth step S44, the battery control unit 14b controls the changeover switch system of the electric power system 70 so as to stop the power supply from the first battery unit 14A to the motor 16 when the remaining battery charge is greater than the third predetermined value. to control. At this time, when the remaining battery charge is less than the first predetermined value and greater than the third predetermined value, power supply from the first battery unit 14A to components other than the motor 16 is maintained.

In the third step S43, if the remaining battery capacity is equal to or less than the third predetermined value, the battery control unit 14b, in the fifth step S45, controls the first human-powered vehicle electric component 56 and the second human-powered vehicle electric component 56 from the first battery unit 14A. Power supply to the drive vehicle electrical component 58 is stopped. Subsequent to the process of the fifth step S45, the battery control unit 14b controls the electric power system 70 so as to start supplying power from the second battery unit 14B to the second electric component 58 for the human-powered vehicle in a sixth step S46. control the changeover switch system.

FIG. 11 is a diagram showing the remaining battery capacity of the first battery unit 14A. The first predetermined value is a value smaller than 50% of the remaining battery capacity. The second predetermined value is a value smaller than the first predetermined value. The third predetermined value is a value smaller than the second predetermined value.

FIG. 12 shows an example of communication unit control processing executed by the control unit 6 . In the following description, the 4th period is shorter than the 5th period. The fifth period is shorter than the sixth period. The sixth period is shorter than the seventh period.

In the first step S51, the controller 6 acquires the remaining battery capacity from the first battery unit 14A. The control unit 6 determines whether or not the remaining battery level is equal to or greater than the first predetermined value. If the remaining battery level is equal to or greater than the first predetermined value, in the second step S52, the control unit 6 instructs the communication unit 53 of the torque detection unit 52 to transmit torque as information from the communication unit 53 to the first torque in the fourth period. Issue a command to operate "output at frequency".

When the remaining battery charge is not equal to or greater than the first predetermined value, the controller 6 determines whether or not the remaining battery charge is smaller than the second predetermined value in a third step S53. When the remaining battery charge is smaller than the second predetermined value, in a fourth step S54, the controller 6 determines whether the remaining battery charge is greater than the third predetermined value. If the remaining battery level is greater than the third predetermined value, in the fifth step S55, the control unit 6 instructs the communication unit 53 of the torque detection unit 52 to transmit torque as information from the communication unit 53 of the torque detection unit 52. output at the second frequency in 6 cycles".

In the fourth step S54, if the remaining battery charge is not greater than the third predetermined value, in the sixth step S56, the control unit 6 instructs the communication unit 53 of the torque detection unit 52, "The communication unit 53 of the torque detection unit 52 output the torque as information at the second frequency in the seventh period."

In the third step S53, if the remaining battery charge is not smaller than the second predetermined value, in the seventh step S57, the control unit 6 instructs the communication unit 53 of the torque detection unit 52 to output the torque as information at the second frequency in the fifth period."

- In this embodiment, the 3rd changeover switch 68 may be abbreviate|omitted. In this case, the second battery unit 14B supplies power to the components connected to the second battery unit 14B regardless of the remaining battery capacity of the first battery unit 14A.

<Third Embodiment>
A control device 2 for a manpowered vehicle according to the third embodiment will be described with reference to FIGS. 13 and 14. FIG. This embodiment is a technology related to battery control. In the present embodiment, the same reference numerals as in the second embodiment are given to the configurations that are common to the second embodiment, and overlapping descriptions are omitted.

The manpowered vehicle control device 2 is a manpowered vehicle control device 2 that controls the manpowered vehicle 4 . The manpowered vehicle control device 2 is provided in the manpowered vehicle 4 . The manpowered vehicle control device 2 includes a control unit 6 that controls the manpowered vehicle 4 .

The manpowered vehicle 4 includes a detector 10 that detects information about the manpowered vehicle 4, a first battery unit 14A, and a second battery unit 14B. The manpowered vehicle 4 further includes a control unit 6 .

As shown in FIG. 13, the first battery unit 14A can power a motor 16 configured to provide propulsion to the manpowered vehicle 4 . The second battery unit 14B is configured not to supply power to the motor 16 .

In this embodiment, the first battery unit 14A is connected to the control section 6, the motor 16, and the detection section 10 via the main electric wire 71. As shown in FIG. The second battery unit 14B is connected to the control unit 6 and the detection unit 10 via the sub electric wire 72, and is not connected to the motor 16. As shown in FIG.

The detection unit 10 includes a torque detection unit 52 that detects torque input to the manpowered vehicle 4, a cadence detection unit 54 that detects information about rotation of the crank arm 24B provided in the manpowered vehicle 4, and a cadence detection unit 54 that detects information input to the manpowered vehicle 4. and at least one of a power meter 55 that detects the amount of work done and a vehicle speed sensor 48 that detects the running speed of the manpowered vehicle 4 .

The control unit 6 controls the state of power supply from the first battery unit 14A and the second battery unit 14B to the detection unit 10 .

The control unit 6 controls the power supply state from one of the first battery unit 14A and the second battery unit 14B to the detection unit 10 at least according to the remaining battery capacity of the first battery unit 14A.

In one example, the control unit 6 performs control such that power is supplied from the first battery unit 14A to the detection unit 10 when the first battery unit 14A is in the first battery state. The control unit 6 controls so that electric power is supplied from the second battery unit 14B to the detection unit 10 when the first battery unit 14A is in a second battery state different from the first battery state.

In one example, the first battery state indicates a state in which the remaining battery level is equal to or greater than a first predetermined value. A second battery state indicates a state in which the remaining battery charge is less than the first predetermined value.

The control unit 6 may be configured to control outputs of the first battery included in the first battery unit 14A and the second battery included in the second battery unit 14B. The control unit 6 starts or stops power supply from the first battery unit 14A to the detection unit 10 by permitting or prohibiting the output of the first battery included in the first battery unit 14A. In one example, the first battery is configured as a battery that supplies power only to the detection unit 10 . Batteries other than the first battery in the first battery unit 14A supply electric power to the motor 16 and the control section 6 .

The control unit 6 starts or stops power supply from the second battery unit 14B to the detection unit 10 by permitting or prohibiting the output of the second battery included in the second battery unit 14B. In one example, the second battery is configured as a battery that supplies power only to the detection unit 10 . A battery other than the second battery supplies power to the control unit 6 in the second battery unit 14B.

In another example, it is preferable to further include a changeover switch 76 that switches the energized state of the detector 10 of at least one of the first battery unit 14A and the second battery unit 14B. The control unit 6 can control the changeover switch 76 .

The selector switch 76 is configured to switch the energization state for the detector 10 of the second battery unit 14B. The controller 6 controls the switch 76 .
In one example, the first battery unit 14A is connected to the detector 10 by a main wire 71 . Power supply from the first battery unit 14A to the detector 10 is not controlled by the controller 6 . The second battery unit 14B is connected to the detection section 10 by a sub electric wire 72 . The power supply from the second battery unit 14B to the detection unit 10 is controlled by the operation of the switch 76 by the control unit 6. FIG. The changeover switch 76 is provided between the sub electric wire 72 and the detection section 10 . The changeover switch 76 may be provided inside the detection section 10 .

In one example, the control unit 6 controls the switch 76 so that power is not supplied from the second battery unit 14B to the detection unit 10 when the first battery unit 14A is in the second battery state. The control unit 6 controls the switch 76 so that power is supplied from the second battery unit 14B to the detection unit 10 when the first battery unit 14A is in the second battery state.

Furthermore, the control unit 6 may control the detection unit 10 . In one example, the controller 6 controls the operation of the detector 10 . The operation of the detection unit 10 includes stopping operation and starting operation.

Also, the control unit 6 may control the communication unit 12 of the detection unit 10 . The communication unit 12 conforms to the configuration of the communication unit 12 of the first embodiment. In one example, the communication unit 12 has a first output state and a second output state. The output state of the communication section 12 is controlled by the control section 6 .

In one example, the first human powered vehicle electrical component 56 is configured to be capable of obtaining the detection information of the first output state, and the second human powered vehicle electrical component 58 is configured to be capable of obtaining the detection information of the second output state. In such a configuration, the control unit 6 controls the communication unit 12 as follows. The control unit 6 controls the communication unit 12 so that the communication unit 12 outputs the detection information in the first output state when the first battery unit 14A is in the first battery state. When the first battery unit 14A is in a second battery state different from the first battery state, the control unit 6 causes the communication unit 12 to output the detection information in a second output state different from the first output state. , the communication unit 12 is controlled.

In this embodiment, the control unit 6 controls power supply from the first battery unit 14A and the second battery unit 14B to the detection unit 10 by controlling the power system 70 . Such power supply control can also be applied to the power supply to the detection unit 10 of the second embodiment and the power supply to the communication unit 12 of the second embodiment.

<Fourth Embodiment>
A controller 2 for manpowered vehicle according to the fourth embodiment will be described with reference to FIGS. 15, 16 and 17. FIG. In 4th Embodiment, about the structure which is common in 1st Embodiment, the code|symbol same as 1st Embodiment is attached|subjected, and the overlapping description is abbreviate|omitted. The present technology is a technology related to communication unit control processing.

The manpowered vehicle control device 2 is a manpowered vehicle control device 2 that controls the manpowered vehicle 4 . The manpowered vehicle control device 2 is provided in the manpowered vehicle 4 .

The manpowered vehicle control device 2 includes a control unit 6 that controls the manpowered vehicle 4 . The manpowered vehicle 4 includes a detection unit 10 that detects information about the manpowered vehicle 4, and a communication unit 12 that can output detection information from the detection unit 10 as signals of a plurality of different frequencies.

The manpowered vehicle 4 further includes a battery unit 14 . Battery unit 14 includes a first battery unit 14A. The battery unit 14 may further include a second battery unit 14B.

The detection unit 10 includes a torque detection unit 52 that detects torque input to the manpowered vehicle 4, a cadence detection unit 54 that detects information about the rotation of the crank arm 24B provided in the manpowered vehicle 4, and the manpowered vehicle 4. power meter 55 for detecting the amount of work input.

Next, the communication section 12 will be described.
The communication unit 12 is configured to be capable of wireless communication. The communication unit 12 can output signals of a plurality of frequencies. The signals of different frequencies include a first signal SA of a first frequency and a second signal SB of a second frequency different from the first frequency. The communication unit 12 is configured to be capable of outputting the first signal SA and the second signal SB. In one example, the output cycle of the first signal SA is shorter than the output cycle of the second signal SB.

As shown in FIG. 16, the first electric vehicle component 56 is configured to receive a first signal SA at a first frequency. The second electric vehicle component 58 is configured to receive a second signal SB having a second frequency. Interference is suppressed when the communication unit 12 communicates with each of the two or more components at different frequencies.

Next, the controller 6 will be explained.
The control section 6 controls the communication section 12 . Specifically, the control unit 6 controls the communication unit 12 to output at least one of the first signal SA and the second signal SB from the communication unit 12 according to the state of the manpowered vehicle 4 .

The state of the manpowered vehicle 4 includes the state of the remaining battery capacity of the first battery unit 14A, the remaining battery capacity of the second battery unit 14B, the traveled distance after the previous charging, the time elapsed since the previous charging, and the previous charging. Including later power consumption.

In one example, the control unit 6 controls the communication unit 12 according to the battery state of the first battery unit 14A provided in the manpowered vehicle 4 . Control unit 6 controls communication unit 12 to output one of first signal SA and second signal SB according to the remaining battery level of first battery unit 14A. Such control can be applied to the first embodiment.

Another control form of power supply control for the detection unit 10 will be described with reference to FIG. 17 . In this example, the manpowered vehicle 4 includes a first battery unit 14A and a second battery unit 14B. The first battery unit 14A supplies power to the motor 16 and electrical components for the manpowered vehicle other than the motor 16 . The second battery unit 14B supplies electric power to the electric parts for the manpowered vehicle other than the motor 16 .

The control unit 6 controls power supply to the first battery unit 14A and the second battery unit 14B. In one example, when the remaining battery capacity of the first battery unit 14A is greater than or equal to the first predetermined value, the controller 6 supplies power from the first battery unit 14A to the detector 10 . When the remaining battery capacity of the first battery unit 14A is less than the first predetermined value, the control section 6 does not supply power from the first battery unit 14A to the detection section 10 .

The first predetermined value may be a value greater than 0%, or may be 0%. When the first predetermined value is a value greater than 0%, a changeover switch 77 is provided in the connection path connecting the first battery unit 14A and the detection section 10 . The control unit 6 connects or disconnects the connection path connecting the first battery unit 14A and the detection unit 10 by controlling the changeover switch 77 .

When the first predetermined value is 0%, the switch 77 may not be provided on the connection path connecting the first battery unit 14A and the detection section 10 . In this case, when the remaining battery capacity of the first battery unit 14A reaches 0%, the first battery unit 14A enters a state of not supplying power to the detection unit 10 .

When power is not supplied from the first battery unit 14A to the detection unit 10, the control unit 6 supplies power to the detection unit 10 from the second battery unit 14B different from the first battery unit 14A. 14A and/or the second battery unit 14B.

A changeover switch 78 is provided on a connection path that connects the second battery unit 14B and the detection unit 10 . The control unit 6 connects or disconnects the connection path connecting the second battery unit 14B and the detection unit 10 by controlling the changeover switch 78 .

The control unit 6 controls the communication unit 12 so that the communication unit 12 outputs the first signal SA when power is supplied from the first battery unit 14A to the detection unit 10 . The control unit 6 controls the communication unit 12 so that the communication unit 12 outputs the second signal SB when power is not supplied from the first battery unit 14A to the detection unit 10 . Preferably, when the control unit 6 does not supply power from the first battery unit 14A to the detection unit 10 and power is supplied to the detection unit 10 from the second battery unit 14B, the communication unit 12 outputs the second signal SB The communication unit 12 is controlled to output

In one example, when the remaining battery capacity of the first battery unit 14A is greater than or equal to the first predetermined value, the control unit 6 controls the electric power system so that power is supplied from the first battery unit 14A to the detection unit 10 . 70 to issue a command to the communication unit 12 to output the first signal SA. The control unit 6 controls the electric power system 70 so as not to supply electric power from the first battery unit 14A to the detection unit 10 when the remaining battery capacity of the first battery unit 14A is less than the first predetermined value. Then, it controls the electric power system 70 to supply electric power from the second battery unit 14B to the detection unit 10, and issues a command to the communication unit 12 to output the second signal SB.

<Fifth Embodiment>
A controller 2 for a manpowered vehicle according to the fifth embodiment will be described with reference to FIG. 18 .
In the fifth embodiment, the same reference numerals as in the first embodiment are given to the same configurations as in the first embodiment, and duplicate descriptions are omitted. Here, the control system 80 mounted on the manpowered vehicle 4 will be described.

A control system 80 for the manpowered vehicle 4 is provided in the manpowered vehicle 4 .
A control system 80 of the manpowered vehicle 4 includes a control unit 6 .
The control unit 6 detects information about the first manpower-driven vehicle electrical component 56 including the first communication unit 82, the second manpower-driven vehicle electrical component 58 including the second communication unit 84, and the manpower-driven vehicle 4. At least one of the detection unit 10 and the communication unit 12 that wirelessly outputs detection information from the detection unit 10 is controlled.

The detector 10 includes a torque detector 52 . Communication unit 12 includes communication unit 53 of torque detection unit 52 . The communication unit 53 acquires torque as information from the torque detection unit 52 and outputs the information.

The control unit 6 controls the first communication state in which the communication unit 53 communicates with the first communication unit 82 using the first signal SA of the first frequency, and the communication unit 53 communicates with the second signal SA of the second frequency different from the first frequency. It switches to the second communication state in which communication with the second communication unit 84 is performed by the signal SB.

The first manpowered vehicle electrical component 56 includes the motor 16 that provides the manpowered vehicle 4 with propulsion. The first human powered vehicle electrical component 56 may include the transmission 17 . First human powered vehicle electrical component 56 may include motor 16 and transmission 17 . The first manpowered vehicle electric component 56 is configured to be able to communicate with the communication unit 53 by the first signal SA of the first frequency. Communication includes two-way communication with communication section 53 and reception of signals from communication section 53 .

The second manpowered vehicle electric component 58 receives at least one of time information, position information, running state information relating to the running state of the manpowered vehicle 4, and biological information of a passenger riding in the manpowered vehicle 4. A viewable display 18d is included. The second human powered vehicle electrical components 58 include a cycle computer 60, a smart phone, a mobile phone, and a smart watch. The second manpower-driven vehicle electric component 58 is configured to be able to communicate with the communication section 53 by a second signal SB of a second frequency.

The first communication section 82 and the second communication section 84 may be able to communicate with each other. By the first communication unit 82 and the second communication unit 84 communicating with each other, the second human-powered vehicle electrical component 58 transmits the information acquired by the first human-powered vehicle electrical component 56 to the first human-powered vehicle. The information can be obtained from the electrical component 56 and used.

The control system 80 of the manpowered vehicle 4 may further include a first battery unit 14A and a second battery unit 14B. The first battery unit 14</b>A is a battery unit capable of supplying electric power to the first electric component 56 for manpower-driven vehicle and the detection unit 10 . The second battery unit 14B is a battery unit that can supply electric power to the detection unit 10 and does not supply electric power to the first electrical component 56 for the manpowered vehicle.

<Modification>
The description of the embodiment is an example of the form that the manpowered vehicle control device 2 and the manpowered vehicle 4 control system 80 according to the present invention can take, and is not intended to limit the form. The manpowered vehicle control device 2 and the manpowered vehicle 4 control system 80 according to the present invention take, for example, a modification of the embodiment shown below and a combination of at least two mutually consistent modifications. obtain. In the following modified examples, the same reference numerals as in the embodiment are given to the parts that are common to the embodiment, and the description thereof is omitted.

- each of the first through fifth embodiments is combined with at least one technique of the first through fifth embodiments;

- In each embodiment, the control part 6 may be provided integrally with the battery control part 14b. In this case, the battery unit 14 is provided with the controller 6 .

- In each embodiment, the manpowered vehicle 4 may further include an additional control unit. The additional control unit may have some functions of the battery control unit 14b. For example, the additional control unit may have a function of obtaining information from each component and transmitting the information to other components. Specifically, the additional control unit may acquire the remaining battery level from the battery unit 14, the running speed from the vehicle speed sensor 48, and the torque as information from the communication unit 53 of the torque detection unit 52. . The additional control unit may output the acquired information to the computer 18 . The additional control unit is configured to be communicable with the control unit 6 and outputs battery information to the control unit 6 . The additional control unit is preferably not subject to power supply restrictions . The control unit 6 and such an additional control unit may be configured integrally. Additional controls may be included in the control unit 6 components.

DESCRIPTION OF SYMBOLS 2... Manpower-driven vehicle control apparatus, 4... Manpower-driven vehicle, 6... Control part, 10... Detection part, 12... Communication part, 14... Battery unit, 14A... First battery unit, 14B... Second battery unit, 16 Motor 18 d Display unit 24B Crank arm 48 Vehicle speed sensor 52 Torque detection unit 54 Cadence detection unit 56 Electric parts for first human-powered vehicle 58 Second human-powered vehicle Electric parts 76...Changeover switch 78...Changeover switch 80...Control system 82...First communication section 84...Second communication section.

Claims (35)

A human-powered vehicle control device for controlling a human-powered vehicle,
a control unit that controls the human-powered vehicle, comprising: a detection unit that detects information related to the human-powered vehicle; a communication unit that outputs detection information from the detection unit; and at least one battery unit;
The control unit
controlling the communication unit to output the detection information in a first output state when the at least one battery unit is in a first battery state;
When the at least one battery unit is in a second battery state different from the first battery state, the communication unit outputs the detection information in a second output state different from the first output state. , controlling the communication unit ;
a remaining battery level of the at least one battery unit in the first battery state is equal to or greater than a first predetermined value;
the remaining battery capacity of the at least one battery unit in the second battery state is less than a second predetermined value;
The control unit
controlling the communication unit so that the first electrical component for a human-powered vehicle receives the detection information from the communication unit in the first battery state;
The manpower-driven vehicle controlling the communication unit such that, in the second battery state, the second electric component for the manpower-driven vehicle, which is different from the first electric component for the manpower-driven vehicle, receives the detection information from the communication unit. control device. 2. The controller for a manpowered vehicle according to claim 1 , wherein said at least one battery unit comprises a first battery unit and a second battery unit. A human-powered vehicle control device for controlling a human-powered vehicle,
a control unit that controls the human-powered vehicle, comprising: a detection unit that detects information related to the human-powered vehicle; a communication unit that outputs detection information from the detection unit; and at least one battery unit;
The control unit
controlling the communication unit to output the detection information in a first output state when the at least one battery unit is in a first battery state;
When the at least one battery unit is in a second battery state different from the first battery state, the communication unit outputs the detection information in a second output state different from the first output state. , controlling the communication unit ;
a remaining battery level of the at least one battery unit in the first battery state is equal to or greater than a first predetermined value;
the remaining battery capacity of the at least one battery unit in the second battery state is less than a second predetermined value;
A controller for a manpowered vehicle, wherein the at least one battery unit includes a first battery unit and a second battery unit. The control unit
controlling the communication unit so that the first electrical component for a human-powered vehicle receives the detection information from the communication unit in the first battery state;
4. The communication unit is controlled such that, in the second battery state, a second electrical component for a human-powered vehicle, which is different from the first electrical component for a human-powered vehicle, receives the detection information from the communication unit. A control device for a human-powered vehicle according to . The control unit transmits the detection information from the communication unit to the first electrical component for a human-powered vehicle at a first period when the remaining battery charge of the at least one battery unit is equal to or greater than the first predetermined value. 5. The manpowered vehicle control device according to any one of claims 1, 2, and 4, which controls the communication unit to output. The control unit transmits the detection information from the communication unit to the second electric component for a human-powered vehicle at a second period when the remaining battery charge of the at least one battery unit is less than the second predetermined value. 6. The controller for a manpowered vehicle according to any one of claims 1, 2, 4, and 5, which controls said communication unit to output. When the remaining battery level of the first battery unit is equal to or greater than the first predetermined value, the control unit transmits the electric power of the first battery unit from the communication unit to the electric component for the first human-powered vehicle. 4. The manpowered vehicle control device according to claim 2 or 3 , which controls said communication unit so as to output information. When the remaining battery charge of the first battery unit is less than the second predetermined value and greater than the third predetermined value, the control unit uses the electric power of the first battery unit to transmit power to the second human-powered vehicle from the communication unit. 8. The controller for a manpowered vehicle according to any one of claims 2, 3 and 7, which controls said communication unit so as to output said detection information to an electrical component. When the remaining battery level of the first battery unit is equal to or less than the third predetermined value, the control unit transmits the electric power of the second battery unit from the communication unit to the second human-powered vehicle electric component for the detection. 9. The controller for a manpowered vehicle according to claim 8, which controls said communication unit to output information. The communication unit is configured to be capable of wireless communication,
8. The manpower-driven vehicle according to claim 7, wherein said control unit controls said communication unit so that said communication unit outputs said detection information to said first electric component for manpower-driven vehicle as a radio signal having a first frequency. control device. The communication unit is configured to be capable of wireless communication,
10. The manpower according to claim 8, wherein said control unit controls said communication unit so as to output said detection information from said communication unit to said second electric component for a human-powered vehicle as a radio signal having a second frequency. Drive vehicle controller. 10. The manpowered vehicle control device according to any one of claims 1 to 9, wherein said communication unit is configured to be capable of wireless communication. A human-powered vehicle control device for controlling a human-powered vehicle,
a control unit that controls the human-powered vehicle, including a detection unit that detects information related to the human-powered vehicle, a first battery unit, and a second battery unit;
said first battery unit being capable of supplying power to a motor configured to provide propulsion to said human powered vehicle and said second battery unit being configured not to power said motor;
The control unit
controlling the power supply state from the first battery unit and the second battery unit to the detection unit;
A control device for a manpowered vehicle, which controls a power supply state from one of the first battery unit and the second battery unit to the detection unit at least according to the remaining battery capacity of the first battery unit. A human-powered vehicle control device for controlling a human-powered vehicle,
a control unit that controls the human-powered vehicle, including a detection unit that detects information related to the human-powered vehicle, a first battery unit, and a second battery unit;
said first battery unit being capable of supplying power to a motor configured to provide propulsion to said human powered vehicle and said second battery unit being configured not to power said motor;
The control unit
controlling the power supply state from the first battery unit and the second battery unit to the detection unit;
controlling power to be supplied from the first battery unit to the detecting unit when the first battery unit is in the first battery state, and the first battery unit is in a second battery state different from the first battery state; A control device for a human-powered vehicle that controls power supply from the second battery unit to the detection unit in a battery state. A human-powered vehicle control device for controlling a human-powered vehicle,
a control unit that controls the human-powered vehicle, including a detection unit that detects information related to the human-powered vehicle, a first battery unit, and a second battery unit;
said first battery unit being capable of supplying power to a motor configured to provide propulsion to said human powered vehicle and said second battery unit being configured not to power said motor;
The control unit
controlling the power supply state from the first battery unit and the second battery unit to the detection unit;
A controller for a human-powered vehicle that controls outputs of a first battery included in the first battery unit and a second battery included in the second battery unit. 15. The control section controls a state of power supply from one of the first battery unit and the second battery unit to the detection section at least according to the remaining battery capacity of the first battery unit. 16. The manpowered vehicle control device according to 15 . The control unit controls power to be supplied from the first battery unit to the detection unit when the first battery unit is in the first battery state, and the first battery unit is in the first battery state. 16. The control device for a manpowered vehicle according to claim 13 or 15 , wherein control is performed such that power is supplied from said second battery unit to said detector in the case of a second battery state different from . 15. The manpowered vehicle control according to claim 13, wherein said control unit controls outputs of a first battery included in said first battery unit and a second battery included in said second battery unit. Device. further comprising a changeover switch for switching an energized state to the detection unit of at least one of the first battery unit and the second battery unit;
19. The manpowered vehicle control device according to any one of claims 13 to 18 , wherein said control section is capable of controlling said changeover switch. A human-powered vehicle control device for controlling a human-powered vehicle,
a control unit that controls the human-powered vehicle, including a detection unit that detects information related to the human-powered vehicle, a first battery unit, and a second battery unit;
said first battery unit being capable of supplying power to a motor configured to provide propulsion to said human powered vehicle and said second battery unit being configured not to power said motor;
The control unit controls a state of power supply from the first battery unit and the second battery unit to the detection unit,
further comprising a changeover switch for switching an energized state to the detection unit of at least one of the first battery unit and the second battery unit;
A controller for a human-powered vehicle, wherein the controller is capable of controlling the selector switch. The changeover switch is configured to switch an energization state for the detection unit of the second battery unit,
21. The controller for a manpowered vehicle according to claim 19 , wherein said control unit controls said selector switch. The detection unit includes a torque detection unit that detects torque input to the manpowered vehicle, a cadence detection unit that detects information about rotation of a crank arm provided in the manpowered vehicle, and a workload input to the manpowered vehicle. and at least one of a vehicle speed sensor that detects the running speed of the human-powered vehicle,
The manpowered vehicle control device according to any one of claims 13 to 21 , wherein said control section controls said detection section. A human-powered vehicle control device for controlling a human-powered vehicle,
a control unit that controls the human-powered vehicle, including a detection unit that detects information related to the human-powered vehicle; and a communication unit that can output detection information from the detection unit as signals of a plurality of different frequencies. ,
The detection unit includes a torque detection unit that detects torque input to the manpowered vehicle, a cadence detection unit that detects information about rotation of a crank arm provided in the manpowered vehicle, and a cadence detection unit that detects information about rotation of a crank arm provided in the manpowered vehicle. a power meter that detects work ;
The signals of different frequencies include a first signal of a first frequency and a second signal of a second frequency different from the first frequency;
The communication unit is capable of outputting the first signal and the second signal,
The controller for a manpowered vehicle, wherein the control unit controls the communication unit so that at least one of the first signal and the second signal is output from the communication unit according to a state of the manpowered vehicle. 24. The control device for a manpowered vehicle according to claim 23 , wherein said control section controls said communication section according to a battery state of a first battery unit provided in said manpowered vehicle. A human-powered vehicle control device for controlling a human-powered vehicle,
a control unit that controls the human-powered vehicle, including a detection unit that detects information related to the human-powered vehicle; and a communication unit that can output detection information from the detection unit as signals of a plurality of different frequencies. ,
The detection unit includes a torque detection unit that detects torque input to the manpowered vehicle, a cadence detection unit that detects information about rotation of a crank arm provided in the manpowered vehicle, and a cadence detection unit that detects information about rotation of a crank arm provided in the manpowered vehicle. a power meter that detects work ;
The signals of different frequencies include a first signal of a first frequency and a second signal of a second frequency different from the first frequency;
The communication unit is capable of outputting the first signal and the second signal,
The control unit
controlling the communication unit according to the battery state of a first battery unit provided in the manpowered vehicle;
controlling the communication unit so that the communication unit outputs the first signal when power is supplied from the first battery unit to the detection unit;
A control device for a manpower-driven vehicle that controls the communication unit so that the communication unit outputs the second signal when power is not supplied from the first battery unit to the detection unit. A human-powered vehicle control device that controls a human-powered vehicle,
a control unit that controls the human-powered vehicle, including a detection unit that detects information related to the human-powered vehicle; and a communication unit that can output detection information from the detection unit as signals of a plurality of different frequencies. ,
The detection unit includes a torque detection unit that detects torque input to the manpowered vehicle, a cadence detection unit that detects information about rotation of a crank arm provided in the manpowered vehicle, and a cadence detection unit that detects information about rotation of a crank arm provided in the manpowered vehicle. a power meter that detects work ,
The signals of different frequencies include a first signal of a first frequency and a second signal of a second frequency different from the first frequency;
The communication unit is capable of outputting the first signal and the second signal,
The control unit
controlling the communication unit according to the battery state of a first battery unit provided in the manpowered vehicle;
When power is not supplied from the first battery unit to the detection unit, power is supplied to the detection unit from a second battery unit different from the first battery unit. A controller for a manpowered vehicle that controls at least one of two battery units. 27. The control unit according to claim 25 or 26 , wherein the control unit controls the communication unit so that at least one of the first signal and the second signal is output from the communication unit according to the state of the manpowered vehicle. controller for human powered vehicles. The control unit
controlling the communication unit so that the communication unit outputs the first signal when power is supplied from the first battery unit to the detection unit;
27. The manpowered vehicle control according to claim 24 , wherein the communication unit is controlled so that the communication unit outputs the second signal when power is not supplied from the first battery unit to the detection unit. Device. When power is not supplied from the first battery unit to the detection unit, the control unit supplies power to the detection unit from a second battery unit different from the first battery unit. , and said second battery unit. The communication unit is configured to be capable of wireless communication,
30. The controller for a manpowered vehicle according to any one of claims 23 to 29 , wherein said control unit controls said communication unit. 31. The manpowered vehicle control device according to any one of claims 23 to 30 , wherein the output period of said first signal is shorter than the output period of said second signal. A control system for a human powered vehicle, comprising:
a first electrical component for a manpowered vehicle including a first communication unit; a second electrical component for a manpowered vehicle including a second communication unit; a detector for detecting information about the manpowered vehicle; A communication unit that wirelessly outputs detection information, and a control unit that controls at least one of
The control unit
a first communication state in which the communication unit communicates with the first communication unit using a first signal having a first frequency;
A control system for a man-powered vehicle, wherein the communication unit switches between a second communication state in which the communication unit communicates with the second communication unit with a second signal having a second frequency different from the first frequency. The first manpower-driven vehicle electrical component includes a motor that provides propulsion to the manpower-driven vehicle,
The second manpower-driven vehicle electric component can display at least one of time information, position information, running state information relating to the running state of the manpower-driven vehicle, and biological information of a passenger riding in the manpower-driven vehicle. 33. The human powered vehicle control system of claim 32 , including a display. 34. The control system for a manpowered vehicle according to claim 32 or 33 , wherein said first communication unit and said second communication unit are capable of communicating with each other. a first battery unit capable of supplying electric power to the first electric component for a human-powered vehicle and the detection unit;
35. The battery unit according to any one of claims 32 to 34 , further comprising a second battery unit capable of supplying power to said detection unit and not supplying power to said first electrical component for a human powered vehicle. A control system for the human powered vehicle described.

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