JP7608381B2 - DETECTION DEVICE, CONTROL DEVICE FOR HUMAN-POWERED VEHICLE, AND COMPONENT FOR HUMAN-POWERED VEHICLE - Google Patents

Description

The present disclosure relates to a detection device used in a human-powered vehicle, a control device for a human-powered vehicle that includes the detection device, and a component for a human-powered vehicle that includes a control device for a human-powered vehicle.

The bicycle, which is an example of a human-powered vehicle disclosed in Patent Document 1, is equipped with a crank to which human-powered driving force is input, a motor that assists in propelling the bicycle, and a rotation angle sensor for detecting the rotation angle position and rotation speed of the crank.

JP 2018-070001 A

It is preferable to detect the rotational angle position of the crank or the rotational speed of the crank without using a dedicated sensor for detecting the rotational angle position or the rotational speed of the crank.
One object of the present disclosure is to provide a detection device, a control device for a human-powered vehicle, and a component for a human-powered vehicle that can detect the rotational angle position of a crank or the rotational speed of a crank.

A detection device according to a first aspect of the present disclosure is a detection device for use in a human-powered vehicle, the human-powered vehicle including a crank having a rotational axis, an electric motor that assists in propulsion of the human-powered vehicle in conjunction with the crank, a drive circuit that drives the electric motor, and a sensor for detecting a reference position of the crank around the rotational axis, the detection device including a detection unit that detects the rotational angle position of the crank in response to the detection result of the sensor and at least one of the rotational state of the electric motor and the drive state of the drive circuit.
According to the detection device of the first aspect, the rotational angle position of the crank is detected according to a reference position around the rotational axis of the crank and at least one of the rotational state of the electric motor and the drive state of the drive circuit, so that the rotational angle position of the crank can be detected without using a dedicated sensor for detecting the rotational angle position of the crank.

In the detection device according to the second aspect of the first aspect of the present disclosure, the rotational state of the electric motor includes at least one of a rotational angular position of a rotor of the electric motor, a rotation amount of the rotor, and a rotational speed of the rotor.
According to the detection device of the second aspect, the rotational angle position of the crank can be detected according to a reference position around the rotational axis of the crank and at least one of the rotational angle position of the rotor of the electric motor, the rotation amount of the rotor, and the rotational speed of the rotor.

In the detection device of a third aspect according to the first or second aspect of the present disclosure, the drive circuit includes an inverter circuit, and the drive state of the drive circuit includes an output frequency of the inverter circuit.
According to the detection device of the third aspect, the rotational angle position of the crank can be detected according to the reference position around the rotational axis of the crank and the output frequency of the inverter circuit.

In the detection device of a fourth aspect according to the third aspect of the present disclosure, the detection section detects the rotation speed of the crank in response to an output frequency of the inverter circuit.
According to the detection device of the fourth aspect, the rotation speed of the crank is detected in accordance with the output frequency of the inverter circuit, so that the rotation speed of the crank can be detected without using a dedicated sensor for detecting the rotation speed of the crank.

In a detection device of a fifth aspect according to any one of the first to fourth aspects of the present disclosure, the human-powered vehicle includes a reducer provided in a power transmission path between the electric motor and an output unit, and the detection unit detects the rotational angle position of the crank according to the detection result of the sensor, at least one of the rotational state of the electric motor and the drive state of the drive circuit, and the reduction ratio of the reducer.
According to the detection device of the fifth aspect, the rotation angle position of the crank can be suitably detected without using a dedicated sensor for detecting the rotation angle of the crank.

In a detection device of a sixth aspect according to any one of the first to fifth aspects of the present disclosure, the sensor detects a manual driving force input to the crank, and the reference position is a rotational angle position of the crank at which the manual driving force is maximum, or a rotational angle position of the crank at which the manual driving force is minimum.
According to the detection device of the sixth aspect, the sensor can suitably detect the reference position in accordance with the manual driving force input to the crank.

In the detection device of a seventh aspect according to any one of the first to fifth aspects of the present disclosure, the sensor detects at least one rotational angle position of the crank as the reference position.
According to the detection device of the seventh aspect, the sensor can suitably detect the reference position in accordance with at least one predetermined rotational angle position of the crank.

In the detection device of an eighth aspect according to the sixth aspect of the present disclosure, the detection section performs a smoothing process on a signal corresponding to a manual driving force detected by the sensor.
According to the detection device of the eighth aspect, even if noise occurs in the signal corresponding to the manual driving force detected by the sensor, the noise can be reduced by the smoothing process.

In a detection device of a ninth aspect according to the eighth aspect of the present disclosure, when a delay occurs in the signal due to the smoothing process, the detection section corrects the delayed signal so that the delay of the signal is reduced.
According to the detection device of the ninth aspect, even if a delay occurs in the signal due to the smoothing process, the signal is corrected so that the delay is small, thereby reducing the effect of the signal delay on the detection of the manual driving force.

A detection device according to a tenth aspect of the present disclosure is a detection device for use in a human-powered vehicle, the human-powered vehicle including a crank, an electric motor that assists in propulsion of the human-powered vehicle in conjunction with the crank, and a drive circuit that drives the electric motor, and the detection device includes a detection unit that detects the rotational speed of the crank depending on the drive state of the drive circuit.
According to the detection device of the tenth aspect, the rotation speed of the crank is detected according to the driving state of the drive circuit, so that the rotation speed of the crank can be detected without using a dedicated sensor for detecting the rotation speed of the crank.

In the detection device of an eleventh aspect according to the tenth aspect of the present disclosure, the drive circuit includes an inverter circuit, and the detection unit detects the rotation speed of the crank according to an output frequency of the inverter circuit.
According to the detection device of the eleventh aspect, the rotation speed of the crank can be suitably detected according to the output frequency of the inverter circuit.

A control device for a human-powered vehicle according to a twelfth aspect of the present disclosure includes a detection device according to any one of the first to eleventh aspects, and a control unit that controls the electric motor in accordance with a detection result of the detection device.
According to the control device for a human-powered vehicle of the twelfth aspect, the electric motor can be controlled so as to suitably assist the propulsion of the human-powered vehicle in accordance with the rotational angle position of the crank or the rotational speed of the crank.

A component for a human-powered vehicle according to a thirteenth aspect of the present disclosure includes an output section that rotates integrally with the crank, the electric motor that transmits power to the output section, and a control device for a human-powered vehicle according to the twelfth aspect.
According to the component for a human-powered vehicle of the thirteenth aspect, the electric motor can be controlled so as to suitably assist the propulsion of the human-powered vehicle in accordance with the rotational angle position of the crank or the rotational speed of the crank.

The detection device, control device for a human-powered vehicle, and component for a human-powered vehicle disclosed herein can detect the rotational angle position of the crank or the rotational speed of the crank.

1 is a side view of a human-powered vehicle including a detection device according to a first embodiment. FIG. 2 is a block diagram showing a power transmission path of a human-powered vehicle. FIG. 2 is a block diagram showing the electrical configuration of the human-powered vehicle. 4 is a graph showing a change in manual driving force detected by a sensor. FIG. 13 is a block diagram showing an electrical configuration of a human-powered vehicle including a detection device according to a second embodiment. FIG. 11 is a side view showing an example of a crank and a first rotating body in a human-powered vehicle including a detection device according to a modified example.

First Embodiment
A human-powered vehicle 10 including a detection device 50 will be described with reference to FIGS.
The human-powered vehicle 10 is a vehicle that can be driven at least by human-powered driving force. The number of wheels of the human-powered vehicle 10 is not limited, and includes, for example, vehicles with one wheel and vehicles with three or more wheels. The human-powered vehicle 10 includes, for example, various types of bicycles such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bikes, as well as electric-assisted bicycles (E-bikes). In the following embodiments, the human-powered vehicle 10 will be described as a bicycle.

As shown in Figures 1 to 3, the human-powered vehicle 10 includes a crank 12 having a rotation axis C, and an electric motor 14 that cooperates with the crank 12 to assist in propelling the human-powered vehicle 10. The human-powered vehicle 10 further includes an output section 16 and a frame 18.

A human driving force is input to the crank 12. The crank 12 includes a crank shaft 12A that can rotate with respect to the frame 18, and crank arms 12B that are provided at both ends of the crank shaft 12A in the axial direction. A pedal 20 is connected to each crank arm 12B.

The output portion 16 is disposed, for example, such that the rotation axis of the output portion 16 coincides with the rotation axis C of the crankshaft 12A and surrounds at least a portion of the crankshaft 12A around the rotation axis C of the crankshaft 12A. The crankshaft 12A and the output portion 16 are coupled to rotate integrally in both directions around the rotation axis C of the crankshaft 12A.

The electric motor 14 includes a rotor 14A including a rotation axis, a stator 14B, and a position detection unit 14C. One example of the electric motor 14 is an inner rotor type brushless motor. The position detection unit 14C is configured to detect the rotational position of the rotor 14A around the rotation axis of the rotor 14A. The position detection unit 14C includes, for example, a Hall element that detects the magnetic poles of the magnet of the rotor 14A. Various electric motors such as an outer rotor type brushless motor and an induction motor can be used as the electric motor 14.

The human-powered vehicle 10 includes a reduction gear 24 provided in a power transmission path between the electric motor 14 and the output unit 16. The rotational force of the electric motor 14 is transmitted to the output unit 16 via the reduction gear 24. In one example, the electric motor 14 and the reduction gear 24 are provided in the same housing. The housing is attached to, for example, the frame 18 of the human-powered vehicle 10. Preferably, the electric motor 14, the reduction gear 24, the crankshaft 12A, and the output unit 16 are provided in the same housing.

The human-powered vehicle 10 further includes a driving wheel 26. The driving wheel 26 is driven by the rotation of the crank 12. The driving wheel 26 is supported by the frame 18. The crank 12 and the driving wheel 26 are connected by a driving mechanism 28. The driving mechanism 28 includes a first rotating body 30 coupled to the crankshaft 12A. The crankshaft 12A and the first rotating body 30 are connected via the output section 16. The first rotating body 30 includes a sprocket, a pulley, or a bevel gear. The driving mechanism 28 further includes a connecting member 32 and a second rotating body 34. The connecting member 32 transmits the rotational force of the first rotating body 30 to the second rotating body 34. The connecting member 32 includes, for example, a chain, a belt, or a shaft.

The second rotating body 34 is connected to the drive wheel 26. The second rotating body 34 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch 36 is preferably provided between the second rotating body 34 and the drive wheel 26. The second one-way clutch 36 is configured to rotate the drive wheel 26 forward when the second rotating body 34 rotates forward, and to prevent the drive wheel 26 from rotating backward when the second rotating body 34 rotates backward.

The reduction gear 24 is preferably connected to the output unit 16 via a first one-way clutch 22. The first one-way clutch 22 may be included in the reduction gear 24, or may be provided between the electric motor 14 and the reduction gear 24. FIG. 2 shows an example in which the first one-way clutch 22 is included in the reduction gear 24. The first one-way clutch 22 is configured to rotate the output unit 16 and the first rotating body 30 forward when the crank 12 rotates forward and the electric motor 14 rotates in a first rotation direction, and to prevent the output unit 16 and the first rotating body 30 from rotating backward when the electric motor 14 rotates in a second rotation direction. The first one-way clutch 22 may be configured as any of a ratchet type clutch, a roller clutch, and a sprag type clutch.

The human-powered vehicle 10 includes a front wheel and a rear wheel. The front wheel is attached to the frame 18 via a front fork 18A. The handlebar 10H is connected to the front fork 18A via a stem 18B. In the following embodiment, the rear wheel is described as the driving wheel 26, but the front wheel may be the driving wheel 26.

As shown in the power transmission path of the human-powered vehicle 10 in Fig. 2, the rotational force when the crank 12 rotates in the forward direction is transmitted to the drive wheels 26 via the drive mechanism 28. The forward rotation of the crank 12 is equivalent to the forward rotation of the crank 12. When the rotational force in the forward direction of the crank 12 is transmitted to the drive wheels 26 and the electric motor 14 assists in the propulsion of the human-powered vehicle 10, the output of the electric motor 14 is transmitted to the output unit 16 via the reducer 24 and merges with the human driving force at the output unit 16. When the rotational force when the crank 12 rotates in the reverse direction is not transmitted to the electric motor 14 by a first one-way clutch 22 provided in the power transmission path between the output unit 16 and the electric motor 14.

As shown in Figures 1 to 3, the human-powered vehicle 10 includes a battery 38, a detection device 50, a human-powered vehicle control device 60, and a human-powered vehicle component 70. Hereinafter, the human-powered vehicle control device 60 will be referred to simply as the control device 60.

The battery 38 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 38 includes, for example, a lithium-ion battery. The battery 38 is provided in the human-powered vehicle 10 and supplies power to other electrical components that are electrically connected to the battery 38 by wires, such as the electric motor 14 and the control device 60. The battery 38 is connected to the control device 60 so as to be able to communicate with it by wire or wirelessly. The battery 38 is configured to be able to communicate with the control device 60 by, for example, power line communication (PLC). The battery 38 may be attached to the outside of the frame 18, or at least a portion of the battery 38 may be housed inside the frame 18.

The human-powered vehicle component 70 includes an output section 16 that rotates together with the crank 12, an electric motor 14 that transmits power to the output section 16, and a human-powered vehicle control device 60. An example of a human-powered vehicle component 70 is a drive unit. The human-powered vehicle component 70 is attached to the frame 18 of the human-powered vehicle 10, for example. The crankshaft 12A of the crank 12, the electric motor 14, the output section 16, and the human-powered vehicle control device 60 are preferably provided in the same housing.

The human-powered vehicle control device 60 includes a detection device 50 and a control unit 62 that controls the electric motor 14 in accordance with the detection result of the detection device 50 .
The control unit 62 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 62 may include one or more microcomputers. The control unit 62 may include a plurality of arithmetic processing units that are arranged at a plurality of locations. The control device 60 further includes a memory unit 64. The memory unit 64 stores various control programs and information used for various control processes. The memory unit 64 includes, for example, a non-volatile memory and a volatile memory. The control unit 62 and the memory unit 64 are provided, for example, in a housing in which the electric motor 14 is provided.

The human-powered vehicle 10 includes a drive circuit 40 that drives the electric motor 14 and a sensor 42 for detecting a reference position around the rotation axis C of the crank 12 .
The drive circuit 40 controls the supply of power from the battery 38 to the electric motor 14. The drive circuit 40 includes an inverter circuit 40A. The inverter circuit 40A includes a plurality of transistors. In one example, the inverter circuit 40A includes a configuration in which a plurality of inverter units, each of which is made up of a pair of transistors connected in series, are connected in parallel. The inverter circuit 40A may have a current sensor that detects a current flowing through the inverter circuit 40A. The current sensor is connected to at least one of the control unit 62 and the detection device 50 in a wired or wireless manner so as to be able to communicate with each other.

The control unit 62 is configured to drive the electric motor 14 in response to the manual driving force. The control unit 62 drives the electric motor 14 so that the assisting force by the electric motor 14 is a predetermined ratio to the manual driving force. A plurality of predetermined ratios may be provided, and may be selected, for example, by an operation unit provided on the handle. The control unit 62 drives the electric motor 14 when the manual driving force becomes equal to or greater than a predetermined value. The predetermined value is, for example, 5 Nm or greater. When the electric motor 14 is driven with the manual driving force equal to or greater than the predetermined value, the assisting force by the electric motor 14 is transmitted to the output unit 16, and the first one-way clutch 22 is in an engaged state.

The control unit 62 controls the electric motor 14 by PWM (Pulse Width Modulation) control. Specifically, the control unit 62 generates a control signal to be applied to the control terminals of multiple transistors in the inverter circuit 40A of the drive circuit 40. The control unit 62 controls the current supplied to the stator 14B of the electric motor 14 by changing the duty, which is the ratio of the period in which the control signal is on to the total period in which the control signal is off. The control unit 62 may control the electric motor 14 by changing the output frequency of the inverter circuit 40A. The output frequency of the inverter circuit 40A is, for example, the frequency of the current flowing on the three-phase connection that connects the inverter circuit 40A and the stator 14B of the electric motor 14. For example, when the output frequency of the inverter circuit 40A decreases while the electric motor 14 is driven with a constant rotational torque, the rotational angular frequency of the electric motor 14 also decreases, and the power supplied to the electric motor 14 decreases.

The sensor 42 is configured to detect the human driving force input to the crank 12. The reference position is preferably the rotation angle position of the crank 12 where the human driving force is maximum, or the rotation angle position of the crank where the human driving force is minimum. In one example, the detection device 50 acquires the human driving force, which is the detection result of the sensor 42, over the range of one rotation of the crank 12 in the forward rotation direction, and acquires the rotation angle position of the crank 12 corresponding to the maximum value of the acquired human driving force, or the rotation angle position of the crank 12 corresponding to the minimum value of the acquired human driving force. The sensor 42 is provided, for example, in the power transmission path from the crankshaft 12A to the output unit 16. The sensor 42 is preferably provided on the crankshaft 12A side of the part of the output unit 16 to which the driving force is applied from the electric motor 14 in the transmission path of the human driving force. The sensor 42 may be provided in the crank arm 12B, the crankshaft 12A, the output unit 16, or the first rotating body 30.

An example of the transition of the manual driving force detected by the sensor 42 is shown in FIG. 4. As shown in FIG. 4, the manual driving force is maximum when the rotation angle position of the crank 12 is 90° and 270°, and is minimum when the rotation angle position is 0° and 180°. In the case of FIG. 4, the reference position is one of the rotation angle positions of the crank 12 of 0°, 90°, 180°, and 270°. Depending on the user's settings, either a first mode in which the rotation angle position of the crank 12 at which the manual driving force is maximum is set as the reference position, or a second mode in which the rotation angle position of the crank 12 at which the manual driving force is minimum is set as the reference position may be selected. The first mode and the second mode may be changeable depending on the user's operation of the operation unit.

In this embodiment, the sensor 42 includes a torque sensor. The torque sensor includes a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. When the torque sensor includes a strain sensor, the strain sensor is provided, for example, on the outer periphery of a rotating body included in the power transmission path. In one example, the strain sensor is provided on the crankshaft 12A. The sensor 42 may include a wireless or wired communication unit. The communication unit of the sensor 42 is configured to be able to communicate with the control unit 62 and the detection device 50. The sensor 42 outputs a signal corresponding to the torque applied to the crank 12 to the control unit 62 and the detection device 50.

The detection device 50 is used in the human-powered vehicle 10. The detection device 50 includes a detection unit 52 that detects the rotational angle position of the crank 12 in accordance with the detection result of the sensor 42 and at least one of the rotational state of the electric motor 14 and the drive state of the inverter circuit 40A. The detection unit 52 may detect the rotational angle position of the crank 12 in accordance with the detection result of the sensor 42 and the rotational state of the electric motor 14. In this case, the detection unit 52 does not need to detect the drive state of the inverter circuit 40A in order to detect the rotational angle position of the crank 12. The detection unit 52 may detect the rotational angle position of the crank 12 in accordance with the detection result of the sensor 42 and at least one of the drive state of the inverter circuit 40A. In this case, the detection unit 52 does not need to detect the rotational state of the electric motor 14 in order to detect the rotational angle position of the crank 12. In one example, the detection unit 52 detects the rotational angle position of the crank 12 according to the detection result of the sensor 42, at least one of the rotational state of the electric motor 14 and the drive state of the drive circuit 40, and the reduction ratio of the reducer 24. The rotational state of the electric motor 14 includes at least one of the rotational angle position of the rotor 14A of the electric motor 14, the rotation amount of the rotor 14A, and the rotational speed of the rotor 14A. The drive state of the drive circuit 40 includes the output frequency of the inverter circuit 40A. The output frequency of the inverter circuit 40A is proportional to the rotational speed of the rotor 14A of the electric motor 14.

The detection unit 52 is connected to the sensor 42, the control unit 62, and the position detection unit 14C so that they can communicate with each other by wire or wirelessly. The detection result of the sensor 42, the output frequency of the inverter circuit 40A, and the detection result of the position detection unit 14C of the electric motor 14 are input to the detection unit 52. The detection unit 52 obtains the reference position of the crank 12 from the detection result of the sensor 42. The detection unit 52 is configured to obtain the rotation state of the electric motor 14 from the detection result of the position detection unit 14C of the electric motor 14. For example, the detection unit 52 obtains at least one of the rotation angle position of the rotor 14A of the electric motor 14, the rotation amount of the rotor 14A, and the rotation speed of the rotor 14A from the detection result of the position detection unit 14C.

The detection unit 52 is configured to calculate the amount of rotation of the crank 12 according to at least one of the rotation state of the electric motor 14 and the drive state of the drive circuit 40, and the reduction ratio of the reducer 24. The detection unit 52 is configured to detect the rotation angle position of the crank 12 based on the amount of rotation of the crank 12 from the reference position of the crank 12. The detection unit 52 is configured to detect the rotation angle position of the crank 12 when the electric motor 14 is driven with a manual driving force equal to or greater than a predetermined value. As a result, even if the first one-way clutch 22 is provided, the rotation angle position of the crank 12 can be detected according to at least one of the rotation angle position of the rotor 14A of the electric motor 14, the rotation amount of the rotor 14A, and the rotation speed of the rotor 14A.

The detection unit 52 may detect the rotation speed of the crank 12 according to the output frequency of the inverter circuit 40A. In one example, the detection unit 52 detects the rotation speed of the electric motor 14 according to the output frequency of the inverter circuit 40A. The detection unit 52 detects the rotation speed of the crank 12 according to the rotation speed of the electric motor 14 and the reduction ratio of the reducer 24. In a configuration in which the detection unit 52 does not detect the rotation speed of the crank 12, the configuration in which the output frequency of the inverter circuit 40A is input to the detection unit 52 may be omitted. The configuration in which the output frequency of the inverter circuit 40A is input to the detection unit 52 includes, for example, a configuration in which a current sensor of the inverter circuit 40A and the detection unit 52 are communicably connected.

The detection unit 52 includes a calculation processing unit that executes a predetermined control program. The calculation processing unit includes, for example, a CPU or an MPU. The detection unit 52 may include one or more microcomputers. In one example, the detection unit 52 includes a smoothing unit 52A and a correction unit 52B. The smoothing unit 52A and the correction unit 52B each include a calculation processing unit.

The detection unit 52 is preferably configured to perform a smoothing process on the signal corresponding to the manual driving force detected by the sensor 42. The detection unit 52 is preferably configured to correct the delayed signal so that the signal delay is reduced when the smoothing process causes a delay in the signal. The smoothing unit 52A and the correction unit 52B may be omitted.

In one example, the smoothing process performed by the smoothing unit 52A includes at least one of the following: smoothing process, calculation of the average value of the signal corresponding to the manual driving force detected by the sensor 42 in a predetermined period, and outlier removal process using a filter or the like. After performing the smoothing process, the smoothing unit 52A outputs the smoothed signal to the correction unit 52B.

The correction unit 52B includes a phase compensator that compensates for the phase of a delayed signal when a delay occurs in the signal due to the smoothing process. The detection unit 52 obtains the reference position of the crank 12 using a manual driving force according to the signal processed by the correction unit 52B.

Second Embodiment
A detection device 50 of the second embodiment will be described with reference to Figures 1 and 5. The detection device 50 of the second embodiment differs from the detection device 50 of the first embodiment mainly in that the sensor 42 is omitted and the rotation state of the electric motor 14 is not output to the detection device 50. In the following description, duplicated descriptions of configurations of the second embodiment that are common to the first embodiment will be omitted. Configurations of the second embodiment that are common to the first embodiment will be denoted by the same reference numerals as those of the first embodiment.

The human-powered vehicle 10 of this embodiment includes a crank 12, an electric motor 14 that assists in the propulsion of the human-powered vehicle 10 in conjunction with the crank 12, and a drive circuit 40 that drives the electric motor 14. The drive circuit 40 includes an inverter circuit 40A. In this embodiment, the detection device 50 includes a detection unit 52 that detects the rotation speed of the crank 12 according to the drive state of the drive circuit 40. The drive state of the drive circuit 40 includes the output frequency of the inverter circuit 40A.

In one example, the detection unit 52 detects the rotation speed of the crank 12 according to the output frequency of the inverter circuit 40A. The method of detecting the rotation speed of the crank 12 in this embodiment is similar to the method of detecting the rotation speed of the crank 12 using the output frequency of the inverter circuit 40A in the first embodiment. The detection unit 52 in this embodiment does not need to have the smoothing unit 52A and the correction unit 52B. The detection unit 52 is configured to detect the rotation speed of the crank 12 when the electric motor 14 is driven with a manual driving force equal to or greater than a predetermined value. As a result, even if the first one-way clutch 22 is provided, the rotation speed of the crank 12 can be detected according to at least one of the rotation angle position of the rotor 14A of the electric motor 14, the rotation amount of the rotor 14A, and the rotation speed of the rotor 14A.

(Modification)
The explanations of each embodiment are examples of forms that the detection device, control device for a human-powered vehicle, and component for a human-powered vehicle according to the present disclosure may take, and are not intended to limit the forms. The detection device, control device for a human-powered vehicle, and component for a human-powered vehicle according to the present disclosure may take forms, for example, modified versions of each of the embodiments shown below, or a combination of at least two mutually compatible modified versions. In the following modified versions, parts that are common to the forms of each embodiment are given the same reference numerals as in the embodiments, and their explanations are omitted.

In the first embodiment, the sensor 42 may detect at least one rotational angle position of the crank 12 as a reference position. In one example, as shown in Fig. 6, a plurality of magnets 72 are provided on the first rotating body 30 around the rotation axis C of the crank 12. Eight magnets 72 are shown in Fig. 6. The sensor 42 is disposed so as to face the first rotating body 30 in the axial direction of the crank 12. The sensor 42 outputs a signal, for example, when the magnet 72 passes the sensor 42 due to the rotation of the first rotating body 30. The sensor 42 is disposed between the crank arm 12B and the first rotating body 30 in the axial direction of the crank 12. The sensor 42
includes a magnetic sensor, for example, a reed switch or a Hall element. In Fig. 6, a plurality of magnets 72 are provided on the first rotating body 30, but only one magnet 72 may be provided on the first rotating body 30, or one or a plurality of magnets 72 may be provided on the crankshaft 12A, the output portion 16, or the crank arm 12B. The sensor 42 may be disposed so as to face the magnet 72 in a direction intersecting the axial direction of the crank 12.

- In the first embodiment and the modified example, the position detection unit 14C of the electric motor 14 may be omitted. The electric motor 14 is driven by a sensorless drive method. In one example, the control unit 62 estimates the magnetic pole of the magnet of the rotor 14A from the zero cross point of the induced voltage generated in the stator 14B by the rotation of the rotor 14A of the electric motor 14. The control unit 62 outputs a control signal to the inverter circuit 40A of the drive circuit 40 according to the estimated magnetic pole of the magnet of the rotor 14A.

In each of the embodiments and modified examples, the detection unit 52 may detect, as the rotation speed of the crank 12, a value obtained by multiplying the rotation speed of the electric motor 14 by the reduction ratio of the reducer 24.
In each embodiment and modification, one period from the rising time at which a control signal input to a predetermined switching element of the inverter circuit 40A turns on to the rising time at which the next control signal input to the same switching element turns on may be defined as the output frequency of the inverter circuit 40A.

In each embodiment and modification, the electric motor 14 is not limited to a configuration that applies a driving force to the power transmission path, and various modifications are possible. For example, the electric motor 14 may be configured to apply the driving force of the electric motor 14 to the connecting member 32. The electric motor 14 may apply the driving force of the electric motor 14 to the connecting member 32 via a transmission member such as a pulley. The ratio of the rotational speed of the transmission member to the rotational speed of the crank 12 can be defined, for example, by the number of teeth of the transmission member relative to the number of teeth of the first rotating body 30. Therefore, as in each embodiment and modification, the rotation angle of the crank 12 can be detected according to at least one of the rotation state of the electric motor 14 and the drive state of the drive circuit 40. For example, the electric motor 14 may be configured to apply the driving force of the electric motor 14 to the drive wheel 26. The ratio of the rotational speed of the drive wheel 26 to the rotational speed of the crank 12 can be defined, for example, by the number of teeth of the second rotor 34 relative to the number of teeth of the first rotor 30, so the rotation angle of the crank 12 can be detected according to the ratio of the rotational speed of the electric motor 14 to the rotational speed of the drive wheel 26 and at least one of the rotation state of the electric motor 14 and the drive state of the drive circuit 40. When the driving force of the electric motor 14 is applied to the drive wheel 26, the electric motor 14 may be provided on the rear hub and configured as a so-called hub motor.

In each of the embodiments and modified examples, the reducer 24 may be omitted. When the reducer 24 is omitted, the calculation process of the detection device 50 related to the reduction ratio can be omitted.
In each embodiment and variant example, the detection unit 52 may be configured integrally with the control unit 62, and for example, the arithmetic processing device of the control unit 62 and the arithmetic processing device of the detection unit 52 may be shared.

In each of the embodiments and modified examples, the first one-way clutch 22 may be omitted.
In each embodiment and modified example, the detection unit 52 may detect the rotational angle position of the first rotating body 30 instead of the rotational angle position of the crank 12. Since the crank 12 and the first rotating body 30 rotate together, the rotational angle position of the crank 12 and the rotational angle position of the first rotating body 30 are substantially equal.

DESCRIPTION OF SYMBOLS 10...human-powered vehicle, 12...crank, 14...electric motor, 14A...rotor, 16...output section, 24...reduction gear, 40...drive circuit, 40A...inverter circuit, 42...sensor, 50...detection device, 52...detection section, 60...control device (control device for human-powered vehicle), 62...control section, 70...component for human-powered vehicle, C...rotation axis.

Claims (11)

A detection device for use in a human-powered vehicle, comprising:
the human-powered vehicle includes a crank having a rotation axis, an electric motor that assists in propulsion of the human-powered vehicle in cooperation with the crank, a drive circuit that drives the electric motor, a first sensor for detecting a reference position of the crank around the rotation axis, and a second sensor different from the first sensor,
the drive circuit includes an inverter circuit,
the electric motor includes a rotor;
The detection device includes a detection unit,
the second sensor inputs a detection result of the rotational angle position of the rotor to the detection unit, and the detection unit detects the rotational angle position of the crank according to the detection result of the first sensor and at least one of the rotational angle position of the rotor, the rotation amount of the rotor, and the rotational speed of the rotor acquired from the detection result of the rotational angle position of the rotor, or
A detection device, wherein the second sensor inputs the output frequency of the inverter circuit to the detection unit, and the detection unit detects the rotational angle position of the crank based on the detection result of the first sensor and the output frequency of the inverter circuit. The detection device according to claim 1, wherein the detection unit detects the rotational angle position of the crank according to the detection result of the first sensor and at least one of the rotational angle position of the rotor, the rotation amount of the rotor, and the rotational speed of the rotor. The detection device according to claim 1 or 2, wherein the detection unit detects the rotational angle position of the crank according to the detection result of the first sensor and the output frequency of the inverter circuit. The first sensor detects a manual driving force input to the crank,
The detection device according to claim 1 , wherein the reference position is a rotational angle position of the crank at which the manual driving force is maximum, or a rotational angle position of the crank at which the manual driving force is minimum. The detection device according to any one of claims 1 to 4, wherein the first sensor detects at least one rotational angle position of the crank as the reference position. The detection device according to claim 4, wherein the detection unit performs a smoothing process on the signal corresponding to the manual driving force detected by the first sensor. The detection device according to claim 6, wherein, when a delay occurs in the signal due to the smoothing process, the detection unit corrects the delayed signal so that the delay in the signal is reduced. The detection device according to any one of claims 1 to 6, wherein the detection unit detects the rotation speed of the crank according to the output frequency of the inverter circuit. the human-powered vehicle includes a reducer provided in a power transmission path between the electric motor and an output unit,
The detection device according to claim 8 , wherein the detection section detects a rotational angular position of the crank in accordance with an output frequency of the inverter circuit and a reduction ratio of the reducer. A detection device according to any one of claims 1 to 9;
a control unit that controls the electric motor in accordance with a detection result of the detection device. An output portion that rotates integrally with the crank;
the electric motor transmitting power to the output;
A component for a human-powered vehicle comprising: the control device for a human-powered vehicle according to claim 10.