Control device for human-powered vehicle

Abstract

The present invention provides a control device for a human-powered vehicle that can appropriately control a motor that applies a driving force to the human-powered vehicle. The control device for the human-powered vehicle includes a control unit that controls a motor that applies a driving force to the human-powered vehicle. The human-powered vehicle includes a transmission configured to be provided in a transmission path of the human driving force of the human-powered vehicle and to change a gear ratio. When first information related to the current gear ratio of the transmission is different from second information related to the gear ratio corresponding to at least one of the first driving state of the human-powered vehicle and the first driving environment of the human-powered vehicle, the control unit executes a first process of increasing at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor, or a second process of decreasing at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor.

Description

Technical Field

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

[0002] For example, the control device for a human-powered vehicle disclosed in Patent Document 1 controls a motor so that the ratio of the motor assist force to the human driving force reaches a predetermined ratio.

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Japanese Unexamined Patent Application Publication No. 10-59260. Summary of the Invention

[0006] Problems to be Solved by the Invention

[0007] One object of the present disclosure is to provide a control device for a human-powered vehicle that appropriately controls a motor that applies a driving force to the human-powered vehicle.

[0008] Solutions for Solving the Problems

[0009] The control device according to the first aspect of the present disclosure is a control device for a human-powered vehicle, and includes: a control unit that controls a motor that applies a driving force to the human-powered vehicle, the human-powered vehicle including a transmission configured to be provided on a transmission path of the human driving force and change a gear ratio, and when first information related to the current gear ratio of the transmission and second information related to the gear ratio corresponding to at least one of the first driving state of the human-powered vehicle and the first driving environment of the human-powered vehicle are different, the control unit performs a first process or a second process, in the first process, at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor is increased, and in the second process, at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor is decreased.

[0010] According to the control device of the first aspect, the first process or the second process is performed based on the current gear ratio and the gear ratio corresponding to at least one of the first driving state and the first driving environment, so that the motor that applies a driving force to the human-powered vehicle can be appropriately controlled.

[0011] In the control device according to the second aspect of the first aspect of the present disclosure, when the first information and the second information are different, the control unit performs the first process or the second process based on at least one of the second driving state of the human-powered vehicle and the second driving environment of the human-powered vehicle.

[0012] The control device according to the second aspect can more appropriately control the motor that applies a propulsive force to the human-powered vehicle.

[0013] In the control device according to the third aspect of the first aspect or the second aspect of the present disclosure, the control unit is configured to control the transmission, and in a case where the first information and the second information are different, control the transmission so that the first information and the second information are made consistent.

[0014] The control device according to the third aspect can change to a gear ratio suitable for at least one of the first driving state and the first driving environment.

[0015] In the control device according to the fourth aspect of the first aspect or the second aspect of the present disclosure, the control unit is configured to control the transmission, and in a case where the first information and the second information are different, perform a third process of controlling the transmission in such a manner that the first information and the second information are made consistent. In a case where the first process is performed, the third process is performed after the first process is performed. If the first information and the second information are consistent, the second process is performed. In a case where the second process is performed, the third process is performed after the second process is performed. If the first information and the second information are consistent, the first process is performed.

[0016] In the control device according to the fourth aspect, in a case where at least one of the motor assist level, the maximum value of the output of the motor, and the output of the motor increases before shifting, at least one of the motor assist level, the maximum value of the output of the motor, and the output of the motor is decreased after shifting. In the control device according to the fourth aspect, in a case where at least one of the motor assist level, the maximum value of the output of the motor, and the output of the motor decreases before shifting, at least one of the motor assist level, the maximum value of the output of the motor, and the output of the motor is increased after shifting.

[0017] In the control device according to the fifth aspect of the first aspect or the second aspect of the present disclosure, the control unit is configured to control the transmission, and is configured to, in a case where the first information and the second information are different, perform a third process of controlling the transmission in such a manner that the first information and the second information are made consistent. In a case where the first information and the second information are different, the order of the first process and the third process or the order of the second process and the third process is changed according to at least one of the third driving state of the human-powered vehicle and the third driving environment of the human-powered vehicle.

[0018] The control device according to the fifth aspect can control the motor and the transmission by an order suitable for at least one of the third driving state and the third driving environment.

[0019] The control device according to the sixth aspect of the present disclosure is a control device for a human-powered vehicle, and includes: a control unit configured to control a motor and a transmission that apply a driving force to the human-powered vehicle, the transmission being configured to be provided on a transmission path of human driving force in the human-powered vehicle and to change a gear ratio. When changing both the control state of the motor and the gear ratio, the control unit changes the order of a first change process and a second change process according to at least one of the fourth driving state of the human-powered vehicle and the fourth driving environment of the human-powered vehicle, wherein in the first change process, the control state of the motor is changed, and in the second change process, the gear ratio is changed.

[0020] The control device according to the sixth aspect can control the motor and the transmission by an order suitable for at least one of the fourth driving state and the fourth driving environment.

[0021] In the control device according to the seventh aspect of the sixth aspect of the present disclosure, the control unit increases at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor according to a decrease in the vehicle speed of the human-powered vehicle.

[0022] The control device according to the seventh aspect can reduce the load on the rider because at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor increases when the vehicle speed of the human-powered vehicle decreases.

[0023] In the control device according to the eighth aspect of the sixth aspect of the present disclosure, the control unit decreases at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor according to a decrease in the vehicle speed of the human-powered vehicle.

[0024] The control device according to the eighth aspect can make it easier for the rider to stop the human-powered vehicle because at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor decreases when the vehicle speed of the human-powered vehicle decreases.

[0025] In the control device according to any one of the sixth aspect to the eighth aspect of the present disclosure, at least one of the fourth driving state of the human-powered vehicle and the fourth driving environment of the human-powered vehicle includes information related to the vehicle speed of the human-powered vehicle.

[0026] The control device according to the ninth aspect can perform a first change process of changing the motor control state and a second change process of changing the gear ratio in an order suitable for the vehicle speed of the human-powered vehicle.

[0027] In the control device according to the tenth aspect of the ninth aspect of the present disclosure, when both the control state of the motor and the gear ratio are changed and the vehicle speed of the human-powered vehicle decreases, the control unit changes the gear ratio through the transmission after changing the control state of the motor.

[0028] According to the control device of the tenth aspect, when the vehicle speed decreases, since the gear ratio is changed through the transmission after changing the control state of the motor, the load on the rider can be reduced.

[0029] In the control device according to the eleventh aspect of the ninth aspect of the present disclosure, when both the control state of the motor and the gear ratio are changed and the vehicle speed of the human-powered vehicle decreases, the control unit changes the control state of the motor after changing the gear ratio.

[0030] According to the control device of the eleventh aspect, when the vehicle speed decreases, since the control state of the motor is changed after changing the gear ratio, the influence of the motor on the gear-changing operation of the transmission can be reduced.

[0031] In the control device according to the twelfth aspect of the tenth or eleventh aspect of the present disclosure, the case where the vehicle speed of the human-powered vehicle decreases includes the case where the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a first deceleration.

[0032] According to the control device of the twelfth aspect, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than the first deceleration, since the first change process of changing the motor control state and the second change process of changing the gear ratio are performed, the running performance can be improved.

[0033] The control device according to the thirteenth aspect of the present disclosure is a control device for a human-powered vehicle, including: a control unit configured to control a motor that applies a driving force to the human-powered vehicle and a transmission, the transmission being configured to be provided on the transmission path of the human driving force on the human-powered vehicle and to change the gear ratio, the control unit being configured to, when a first gear-changing condition is satisfied, change the gear ratio through the transmission in a state where the assist level of the motor is decreased or in a state where the assist level of the motor is maintained, and when a second gear-changing condition different from the first gear-changing condition is satisfied, change the gear ratio through the transmission in a state where the assist level of the motor is increased.

[0034] The control device according to the thirteenth aspect can set at least one of the auxiliary level of the motor, the maximum value of the output of the motor, and the output of the motor to an appropriate state and change the gear ratio in each of the case where the first shifting condition is satisfied and the case where the second shifting condition is satisfied.

[0035] In the control device according to the fourteenth aspect of the thirteenth aspect of the present disclosure, the case where the vehicle speed of the human-powered vehicle decreases satisfies one of the first shifting condition and the second shifting condition.

[0036] The control device according to the fourteenth aspect can set at least one of the auxiliary level of the motor, the maximum value of the output of the motor, and the output of the motor to an appropriate state and change the gear ratio in each of the case where the first shifting condition is satisfied and the case where the second shifting condition is satisfied when the vehicle speed decreases.

[0037] In the control device according to the fifteenth aspect of the thirteenth aspect or the fourteenth aspect of the present disclosure, the case where the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a second deceleration satisfies at least one of the first shifting condition and the second shifting condition.

[0038] The control device according to the fifteenth aspect can set the motor to an appropriate control state and change the gear ratio when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a second deceleration.

[0039] In the control device according to the sixteenth aspect of the fourteenth aspect or the fifteenth aspect of the present disclosure, the case where the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is less than the second deceleration satisfies the other of the first shifting condition and the second shifting condition.

[0040] The control device according to the sixteenth aspect can set the motor to an appropriate control state and change the gear ratio when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is less than the second deceleration.

[0041] In the control device according to any one of the first aspect to the sixteenth aspect of the present disclosure, the control unit is configured to control components for the human-powered vehicle according to information related to the vehicle speed of the human-powered vehicle, and the components include at least one of at least one suspension device and an adjustable seat post.

[0042] The control device according to the seventeenth aspect can control at least one of at least one suspension device and an adjustable seat post according to information related to the speed of the human-powered vehicle.

[0043] In the control device according to the eighteenth aspect of the seventeenth aspect of the present disclosure, the assembly includes the at least one suspension device, and the at least one suspension device includes a front suspension device. When the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a third deceleration, the control unit controls the front suspension device in such a way as to increase the hardness of the front suspension device.

[0044] According to the control device of the eighteenth aspect, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a third deceleration, since the hardness of the front suspension device increases, the posture of the human-powered vehicle is likely to be stabilized.

[0045] In the control device according to the nineteenth aspect of the eighteenth aspect of the present disclosure, the assembly includes the adjustable seat post. When the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a fourth deceleration, the control unit controls the adjustable seat post in such a way as to reduce the length of the adjustable seat post.

[0046] According to the control device of the nineteenth aspect, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a fourth deceleration, since the length of the adjustable seat post decreases, it is easier for the rider to place their feet on the ground.

[0047] Effects of the Invention

[0048] The control device for a human-powered vehicle according to the present disclosure can appropriately control the motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 is a side view of a human-powered vehicle including the control device for a human-powered vehicle according to the first embodiment;

[0050] Figure 2 is a block diagram showing the electrical structure of a human-powered vehicle including the control device for a human-powered vehicle according to the first embodiment;

[0051] Figure 3 is by Figure 2 The flowchart of the process of controlling the motor and the transmission executed by the control unit;

[0052] Figure 4 is a flowchart of the process of controlling the motor and the transmission executed by the control unit of the second embodiment;

[0053] Figure 5 is a flowchart of the process of controlling the motor and the transmission executed by the control unit of the third embodiment;

[0054] Figure 6A flowchart of the process for controlling the motor and the transmission executed by the control unit of the fourth embodiment;

[0055] Figure 7 A block diagram showing the electrical structure of a human-powered vehicle including the control device for a human-powered vehicle of the fifth embodiment;

[0056] Figure 8 Is executed by Figure 7 A flowchart of the process for controlling the suspension device executed by the control unit of;

[0057] Figure 9 Is executed by Figure 7 A flowchart of the process for controlling the adjustable seat post executed by the control unit of. Detailed embodiments

[0058] <First Embodiment>

[0059] Refer to Figures 1 to 3 To describe the control device 70 for a human-powered vehicle of the first embodiment. The human-powered vehicle 10 is a vehicle having at least one wheel and drivable at least by a human driving force H. The human-powered vehicle 10 includes, for example, various bicycles such as mountain bikes, road bikes, city bikes, cargo bikes, and hand bikes, recumbent bikes. The number of wheels of the human-powered vehicle 10 is not limited. The human-powered vehicle 10 also includes, for example, a vehicle having one wheel or three or more wheels. The human-powered vehicle 10 is not limited to a vehicle driven only by the human driving force H. The human-powered vehicle 10 includes an electric bicycle (E-bike), which is propelled not only by the human driving force H but also by the driving force of an electric motor. The electric bicycle includes an electric assist bicycle assisted by an electric motor. Hereinafter, in the embodiment, the human-powered vehicle 10 is described as an electric assist bicycle and a mountain bike.

[0060] The human-powered vehicle 10 is provided with a crank 12 for inputting the human driving force H. The human-powered vehicle 10 also includes at least one wheel 14 and a vehicle body 16. The at least one wheel 14 includes a rear wheel 14A and a front wheel 14B. The vehicle body 16 includes a frame 18. The crank 12 includes: an input shaft 12A rotatable relative to the frame 18, a first crank arm 12B provided at a first end in the axial direction of the input shaft 12A, and a second crank arm 12C provided at a second end in the axial direction of the input shaft 12A. In the present embodiment, the input shaft 12A is a crankshaft. A first pedal 20A is connected to the first crank arm 12B. A second pedal 20B is connected to the second crank arm 12C.

[0061] The drive mechanism 22 includes a first rotating body 24 connected to the input shaft 12A. The input shaft 12A and the first rotating body 24 may be connected in a non-rotatable relative manner, or may be connected via a first one-way clutch. The first one-way clutch is configured to cause the first rotating body 24 to rotate forward when the crank 12 rotates forward, and to allow relative rotation between the crank 12 and the first rotating body 24 when the crank 12 rotates backward. The first rotating body 24 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 22 further includes a second rotating body 26 and a connecting member 28. The connecting member 28 is used to transmit the rotational force of the first rotating body 24 to the second rotating body 26. The connecting member 28 includes, for example, a chain, a belt, or a transmission shaft.

[0062] The second rotating body 26 is connected to the rear wheel 14A. The second rotating body 26 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 26 and the rear wheel 14A. The second one-way clutch is configured to cause the rear wheel 14A to rotate forward when the second rotating body 26 rotates forward, and to allow relative rotation between the second rotating body 26 and the rear wheel 14A when the second rotating body 26 rotates backward.

[0063] The front wheel 14B is mounted on the frame 18 via the front fork 30. The handlebar 34 is connected to the front fork 30 via the stem 32. In the present embodiment, the rear wheel 14A is connected to the crank 12 via the drive mechanism 22, but at least one of the rear wheel 14A and the front wheel 14B may also be connected to the crank 12 via the drive mechanism 22.

[0064] The human-powered vehicle 10 further includes a battery 36. The battery 36 includes one or more battery elements. The battery element includes a rechargeable battery. The battery 36 is configured to supply power to the control device 70. Preferably, the battery 36 is communicably connected to the control unit 72 of the control device 70 via a cable or a wireless communication device. The battery 36 can communicate with the control unit 72, for example, via power line communication (PLC), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver / Transmitter).

[0065] The human - powered vehicle 10 includes a motor 38 configured to apply a propulsive force to the human - powered vehicle 10. The motor 38 includes at least one electric motor. The electric motor is, for example, a brushless motor. The motor 38 transmits a rotational force to at least one of the power transmission path of the human - driving force H from the pedals 20A, 20B to the rear wheel 14A and the front wheel 14B. The power transmission path of the human - driving force H from the pedals 20A, 20B to the rear wheel 14A also includes the rear wheel 14A. In the present embodiment, the motor 38 is configured to be provided on the frame 18 of the human - powered vehicle 10 and transmit a rotational force to the first rotating body 24.

[0066] The motor 38 is provided in a housing 40A. The housing 40A is provided on the frame 18. The housing 40A is, for example, detachably attached to the frame 18. The transmission unit 40 is configured to include the motor 38 and the housing 40A in which the motor 38 is provided. The transmission unit 40 may also be provided with a speed reducer connected to the output shaft of the motor 38. In the present embodiment, the housing 40A rotatably supports the input shaft 12A. In the present embodiment, a third one - way clutch is preferably provided on the power transmission path between the motor 38 and the input shaft 12A, and the third one - way clutch inhibits the transmission of the rotational force of the crank 12 to the motor 38 when the input shaft 12A rotates in the forward direction of the human - powered vehicle 10. When the motor 38 is provided in at least one of the rear wheel 14A and the front wheel 14B, the motor 38 may also be provided on the hub and form a hub motor together with the hub.

[0067] The control device 70 includes a control unit 72. The control unit 72 includes an arithmetic processing device that executes a predetermined control program. The arithmetic processing device included in the control unit 72, for example, includes a CPU (Central Processing Unit) or an MPU (MicroProcessing Unit). The arithmetic processing device included in the control unit 72 may be provided at a plurality of separate positions. For example, a part of the arithmetic processing device is provided on the human - powered vehicle 10, and another part of the arithmetic processing device is provided on a server connected to the Internet. When the arithmetic processing device is provided at a plurality of separate positions, the respective parts of the arithmetic processing device are communicably connected to each other through a wireless communication device. The control unit 72 may also include one or more microcomputers.

[0068] Preferably, the control device 70 further includes a storage unit 74. A control program and information for control processing are stored in the storage unit 74. The storage unit 74 includes, for example, a non-volatile memory and a volatile memory. The non-volatile memory includes, for example, at least one of a ROM (Read-Only Memory), an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), and a flash memory. The volatile memory includes, for example, a RAM (Random access memory).

[0069] Preferably, the control device 70 further includes a drive circuit 76 for the motor 38. The drive circuit 76 and the control unit 72 are preferably provided in the housing 40A of the transmission unit 40. The drive circuit 76 and the control unit 72 may be provided, for example, on the same circuit board. The drive circuit 76 includes an inverter circuit. The drive circuit 76 controls the power supplied from the battery 36 to the motor 38. The drive circuit 76 is connected to the control unit 72 via a wire, a cable, a wireless communication device, or the like. The drive circuit 76 drives the motor 38 according to a control signal from the control unit 72.

[0070] Preferably, the human-powered vehicle 10 further includes a vehicle speed sensor 42. Preferably, the human-powered vehicle 10 further includes at least one of a crank rotation sensor 44 and a human driving force detection unit 46.

[0071] The vehicle speed sensor 42 is configured to detect information related to the vehicle speed V of the human-powered vehicle 10. In the present embodiment, the vehicle speed sensor 42 is configured to detect information related to the rotational speed CW of at least one wheel 14 of the human-powered vehicle 10. For example, the vehicle speed sensor 42 is configured to detect a magnet provided on at least one wheel 14 of the human-powered vehicle 10. For example, the vehicle speed sensor 42 is configured to output a detection signal a predetermined number of times during one rotation of one of the at least one wheel 14. The predetermined number of times is, for example, once. The vehicle speed sensor 42 outputs a signal corresponding to the rotational speed CW of the wheel 14. The control unit 72 can calculate the vehicle speed V of the human-powered vehicle 10 based on the signal corresponding to the rotational speed CW of the wheel 14 and the information related to the circumference of the wheel 14. The storage unit 74 stores the information related to the circumference of the wheel 14.

[0072] The vehicle speed sensor 42 includes, for example, a reed switch constituting a reed switch, or a magnetic sensor such as a Hall element. The vehicle speed sensor 42 can be configured to detect a magnet mounted on the rear wheel 14A and installed on the rear lower fork of the frame 18 of the human-powered vehicle 10, or can be configured to detect a magnet mounted on the front wheel 14B and installed on the front fork 30. In the present embodiment, the vehicle speed sensor 42 is configured such that when the wheel 14 rotates one revolution, the reed switch detects the magnet once. The vehicle speed sensor 42 can be of any structure as long as it can obtain information related to the vehicle speed V of the human-powered vehicle 10, and is not limited to the structure for detecting the magnet provided on the wheel 14. For example, it can be a structure for detecting a slit provided in a disc brake, can be a structure including an optical sensor, etc., and can also be a structure including a GPS (Global Positioning System) receiver. When the vehicle speed sensor 42 includes a GPS receiver, the control unit 72 can calculate the vehicle speed V based on time and the moving distance. The vehicle speed sensor 42 is connected to the control unit 72 via a wireless communication device or a cable.

[0073] The crank rotation sensor 44 is configured to detect information related to the rotational speed NC of the input shaft 12A. The crank rotation sensor 44 is provided, for example, on the frame 18 of the human-powered vehicle 10 or the transmission unit 40. The crank rotation sensor 44 can also be provided on the housing 40A of the transmission unit 40. The crank rotation sensor 44 is configured to include a magnetic sensor that outputs a signal corresponding to the magnetic field strength. A ring magnet whose magnetic field strength changes in the circumferential direction is provided on the input shaft 12A, a component that rotates in conjunction with the input shaft 12A, or the power transmission path between the input shaft 12A and the first rotating body 24. The component that rotates in conjunction with the input shaft 12A can also include the output shaft of the motor 38.

[0074] The crank rotation sensor 44 outputs a signal corresponding to the rotational speed NC of the input shaft 12A. For example, when the first one-way clutch is not provided between the input shaft 12A and the first rotating body 24, the magnet can also be provided on the first rotating body 24. The crank rotation sensor 44 can be of any structure as long as it can obtain information related to the rotational speed NC of the input shaft 12A, and can also include an optical sensor, an acceleration sensor, a gyro sensor, or a torque sensor, etc., instead of the magnetic sensor. The crank rotation sensor 44 is connected to the control unit 72 via a wireless communication device or a cable.

[0075] The manual driving force detection unit 46 is configured to detect information related to the manual driving force H. The manual driving force detection unit 46 is provided, for example, on the vehicle frame 18, the transmission unit 40, the crank 12, or the pedals 20A, 20B of the human-powered vehicle 10. The manual driving force detection unit 46 may also be provided on the housing 40A of the transmission unit 40. The manual driving force detection unit 46 includes, for example, a torque sensor. The torque sensor is configured to output a signal corresponding to the torque of the manual driving force H applied to the crank 12. For example, when the first one-way clutch is provided in the power transmission path, it is preferable that the torque sensor is provided upstream of the first one-way clutch in the power transmission path. The torque sensor includes a strain sensor, a magnetostrictive sensor, a pressure sensor, or the like. The strain sensor includes a strain gauge.

[0076] The torque sensor is provided on a component included in the power transmission path or near a component included in the power transmission path. Components included in the power transmission path are, for example, the input shaft 12A, a component that transmits the manual driving force H between the input shaft 12A and the first rotating body 24, the crank arms 12B, 12C, or the pedals 20A, 20B. The manual driving force detection unit 46 is connected to the control unit 72 via a wireless communication device or a cable. The manual driving force detection unit 46 can be of any structure as long as it can acquire information related to the manual driving force H. For example, it may also include a sensor for detecting the pressure applied to the pedals 20A, 20B or a sensor for detecting the chain tension.

[0077] The control unit 72 is configured to control the motor 38 that applies a propulsive force to the human-powered vehicle 10. Preferably, the control unit 72 is configured to control the motor 38 according to the manual driving force H input to the human-powered vehicle 10. The manual driving force H can be represented by torque or by power.

[0078] For example, the control unit 72 is configured to control the motor 38 such that the assist level A of the motor 38 is a predetermined assist level A. The assist level A includes the ratio of the assist force of the motor 38 to the manual driving force H or the ratio of the assist force of the motor 38 to the rotational speed of the crank 12. The ratio of the assist force of the motor 38 to the manual driving force H is sometimes referred to as the assist ratio. For example, the control unit 72 is configured to control the motor 38 such that the ratio of the assist force of the motor 38 to the manual driving force H is a predetermined ratio. The manual driving force H corresponds to the propulsive force applied to the human-powered vehicle 10 by the user rotating the crank 12. The assist force corresponds to the propulsive force generated by the motor 38 on the human-powered vehicle 10. The predetermined ratio is not fixed and can vary, for example, according to the manual driving force H, can vary according to the rotational speed NC of the input shaft 12A, can vary according to the vehicle speed V, and can also vary according to any two or all of the manual driving force H, the rotational speed NC of the input shaft 12A, and the vehicle speed V.

[0079] When the human driving force H and the auxiliary force are expressed in terms of torque, the human driving force H is denoted as the human torque HT, and the auxiliary force is denoted as the auxiliary torque MT. When the human driving force H and the auxiliary force are expressed in terms of power, the human driving force H is denoted as the human power HW, and the auxiliary force is denoted as the auxiliary power MW. The ratio can be the torque ratio of the auxiliary torque MT to the human torque HT of the human-powered vehicle 10, or the ratio of the auxiliary power MW of the motor 38 to the human power HW.

[0080] In the transmission unit 40 of the present embodiment, the crank 12 is connected to the first rotating body 24 without passing through a transmission, and the output M of the motor 38 is input to the first rotating body 24. When the crank 12 is connected to the first rotating body 24 without passing through a transmission and the output M of the motor 38 is input to the first rotating body 24, the human driving force H corresponds to the driving force input to the first rotating body 24 by the user rotating the crank 12. When the crank 12 is connected to the first rotating body 24 without passing through a transmission and the output M of the motor 38 is input to the first rotating body 24, the auxiliary force corresponds to the driving force input to the first rotating body 24 by the rotation of the motor 38. When the output M of the motor 38 is input to the first rotating body 24 via a speed reducer, the auxiliary force corresponds to the output of the speed reducer.

[0081] When the motor 38 is provided on the rear wheel 14A, the human driving force H corresponds to the output of the rear wheel 14A driven only by the user. When the motor 38 is provided on the rear wheel 14A, the auxiliary force corresponds to the output of the rear wheel 14A driven only by the motor 38. When the motor 38 is provided on the front wheel 14B, the human driving force H corresponds to the output of the rear wheel 14A driven only by the user. When the motor 38 is provided on the front wheel 14B, the auxiliary force corresponds to the output of the front wheel 14B driven only by the motor 38.

[0082] The control unit 72 controls the motor 38 such that the auxiliary force is below the maximum value Mmax. When the output M of the motor 38 is input to the first rotating body 24 and the auxiliary force is expressed in terms of torque, the control unit 72 is configured to control the motor 38 such that the auxiliary torque MT is below the maximum value MTX. Preferably, the maximum value MTX is a value in the range of 20 Nm or more and 200 Nm or less. When the output M of the motor 38 is input to the first rotating body 24 and the auxiliary force is expressed in terms of power, the control unit 72 is configured to control the motor 38 such that the auxiliary power MW is below the maximum value MWX.

[0083] Preferably, the human - powered vehicle 10 is provided with an acceleration detection unit 48. The acceleration detection unit 48 is configured to output a signal corresponding to the acceleration in the forward direction of the human - powered vehicle 10. The acceleration detection unit 48 may include an acceleration sensor or may include a vehicle speed sensor 42. The acceleration detection unit 48 is connected to the control unit 72 via a wireless communication device or a cable. When the acceleration detection unit 48 includes the vehicle speed sensor 42, the control unit 72 obtains information related to the acceleration in the forward direction of the human - powered vehicle 10 by differentiating the vehicle speed V.

[0084] The control unit 72 may also be configured to calculate a deceleration D of the human - powered vehicle 10 in the traveling direction of the human - powered vehicle 10 based on the output of the acceleration detection unit 48. The larger the value of the deceleration D, the greater the deceleration amplitude. The greater the deceleration D, the greater the reduction amplitude of the vehicle speed V of the human - powered vehicle 10.

[0085] The human - powered vehicle 10 includes a transmission 56. The transmission 56 is configured to be provided in the transmission path of the human driving force H in the human - powered vehicle 10 and is used to change the transmission ratio R. The transmission 56 has a plurality of transmission stages. The transmission ratios R corresponding to the respective transmission stages are different from each other. The number of transmission stages is, for example, in the range of 3 to 30. The transmission ratio R is the ratio of the rotational speed of the drive wheel to the rotational speed NC of the input shaft 12A. In the present embodiment, the drive wheel is the rear wheel 14A. The transmission 56 includes, for example, at least one of a front derailleur, a rear derailleur, and an internal transmission. When the transmission 56 includes an internal transmission, the internal transmission is, for example, provided in the hub of the rear wheel 14A. The internal transmission may also include a CVT.

[0086] When the transmission 56 includes a front derailleur, the transmission 56 includes a first rotating body 24, and the first rotating body 24 includes a plurality of front sprockets. When the transmission 56 includes a rear derailleur, the transmission 56 includes a second rotating body 26, and the second rotating body 26 includes a plurality of rear sprockets. The transmission 56 includes an electric transmission, which is configured to operate through an actuator. The actuator includes an electric actuator. The actuator includes, for example, an electric motor. The relationship among the transmission ratio R, the rotational speed NW of the drive wheel, and the rotational speed NC of the input shaft 12A is represented by Equation (1).

[0087] Equation (1): Transmission ratio R = Rotational speed NW / Rotational speed NC

[0088] The rotational speed NW of the drive wheel and the rotational speed NC of the input shaft 12A may respectively be the rotational speeds per unit time. The rotational speed NW of the drive wheel may also be replaced with the number of teeth of the front sprocket, and the rotational speed NC of the input shaft 12A may be replaced with the number of teeth of the rear sprocket.

[0089] The control unit 72 controls the motor 38 based on first information related to the current gear ratio R of the transmission 56 and second information related to the gear ratio R corresponding to at least one of the first driving state of the human - powered vehicle 10 and the first driving environment of the human - powered vehicle 10. The first driving state includes, for example, at least one of the vehicle speed V of the human - powered vehicle 10, the acceleration of the human - powered vehicle 10 in the traveling direction of the human - powered vehicle 10, and the rotational speed of the crank 12. The first driving environment includes at least one of the gradient of the traveling road of the human - powered vehicle 10, weather, humidity, and brightness. Third information corresponding to at least one of the first driving state and the first driving environment and the gear ratio R is stored in the storage unit 74. The third information includes, for example, a table. The control unit 72 determines the second information based on the third information stored in the storage unit 74. Table 1 shows an example of the third information. In Table 1, a transmission in which the gear ratio can be changed in 7 levels is shown. In Table 1, V1 < V2 < V3 < V4 < V5 < V6 < V7. In Table 1, R1 < R2 < R3 < R4 < R5 < R6 < R7.

[0090] (Table 1)

[0091] Vehicle speed V of the human-powered vehicle 10 Gear ratio R 0 or more and less than V1 R1 V1 or more and less than V2 R2 V2 or more and less than V3 R3 V3 or more and less than V4 R4 V4 or more and less than V5 R5 V5 or more and less than V6 R6 V6 or more and less than V7 R7

[0092] Preferably, the human - powered vehicle 10 is provided with a gear - shift state detection unit 58. The gear - shift state detection unit 58 is configured to be able to detect the first information. When the transmission 56 is a derailleur, the gear - shift state detection unit 58 outputs a signal corresponding to the position of the derailleur. The gear - shift state detection unit 58 may also output a signal corresponding to the operation position of the gear - shift operation device. When the gear - shift operation device and the transmission 56 are connected via a Bowden cable, the gear - shift state detection unit 58 may also output a signal corresponding to at least one of the position and the movement of the Bowden cable. The gear - shift state detection unit 58 includes, for example, a magnetic sensor, an optical sensor, or a potentiometer. The gear - shift state detection unit 58 is connected to the control unit 72 via a wireless communication device or a cable.

[0093] Preferably, when the first information is different from the second information, the control unit 72 performs a first process or a second process. In the first process, at least one of the assist level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 is increased. In the second process, at least one of the assist level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 is decreased.

[0094] Preferably, when the first information is different from the second information, the control unit 72 performs the first process or the second process according to at least one of the second driving state of the human-powered vehicle 10 and the second driving environment of the human-powered vehicle 10. Preferably, the second driving state is the same as the first driving state. Preferably, the second driving environment is the same as the first driving environment. When the first information is different from the second information, the control unit 72 performs the first process or the second process according to at least one of the first driving state of the human-powered vehicle 10 and the first driving environment of the human-powered vehicle 10.

[0095] Preferably, the control unit 72 is configured to control the transmission 56. Preferably, when the first information is different from the second information, the control unit 72 controls the transmission 56 in such a manner that the first information coincides with the second information. Preferably, when the first information is different from the second information, the control unit 72 performs a third process of controlling the transmission 56 in such a manner that the first information coincides with the second information.

[0096] Preferably, when the control unit 72 performs the first process, the control unit 72 performs the third process after performing the first process, and if the first information coincides with the second information, the control unit 72 performs the second process. Preferably, when the control unit 72 performs the second process, the control unit 72 performs the third process after performing the second process, and if the first information coincides with the second information, the control unit 72 performs the first process.

[0097] Refer to Figure 3 , to describe the process of the switching control unit 72 controlling the control state of the motor 38. For example, if power is supplied to the control unit 72, the control unit 72 starts the process and enters Figure 3 step S11 of the flowchart shown. For example, if Figure 3 the flowchart ends, the control unit 72 repeats the process starting from step S11 after a predetermined period until the supply of power stops.

[0098] In step S11, the control unit 72 determines whether the first information is different from the second information. When the first information is the same as the second information, the control unit 72 ends the process. When the first information is different from the second information, the control unit 72 proceeds to step S12.

[0099] In step S12, the control unit 72 determines whether to execute the first process. In the case of executing the first process, the control unit 72 proceeds to step S13. In the present embodiment, for example, when the gear ratio R corresponding to the first information is smaller than the gear ratio R corresponding to the second information, the control unit 72 executes the first process. In this case, the situation where the motor assist force is insufficient when the human-powered vehicle 10 suddenly decelerates is suppressed. For example, it is also possible that when the gear ratio R corresponding to the first information is larger than the gear ratio R corresponding to the second information, the control unit 72 executes the first process. In this case, even if the actual gear ratio R is larger than the ideal gear ratio R, an increase in the rider's load can be prevented.

[0100] In step S13, the control unit 72 executes the first process and then proceeds to step S14. In step S14, the control unit 72 executes the third process and then proceeds to step S15. In step S15, the control unit 72 determines whether the first information and the second information are consistent. In the case where the first information and the second information are not consistent, the control unit 72 executes the process of step S15 again. If the first information and the second information are consistent, the control unit 72 proceeds to step S16.

[0101] In step S16, the control unit 72 executes the second process and then ends the process. Preferably, in step S16, the control unit 72 reduces at least one of the assist level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 to become at least one of the assist level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 before the second process in step S13. Preferably, in step S16, the control unit 72 reduces at least one of the assist level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 to become at least one of the assist level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 before the second process in step S13.

[0102] In the case where the first process is not executed in step S12, the control unit 72 proceeds to step S18. In step S18, the control unit 72 executes the second process and then proceeds to step S19. In step S19, the control unit 72 executes the third process and then proceeds to step S20. In step S20, the control unit 72 determines whether the first information and the second information are consistent. In the case where the first information and the second information are not consistent, the control unit 72 executes the process of step S20 again. In the case where the first information and the second information are consistent, the control unit 72 proceeds to step S21.

[0103] In step S21, the control unit 72 performs the first process and then ends the process. Preferably, in step S21, the control unit 72 increases at least one of the assist level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 to be at least one of the assist level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 before performing the second process of step S18.

[0104] <Second Embodiment>

[0105] Refer to Figure 2 and Figure 4 , to describe the control device 70 of the second embodiment. The control device 70 of the second embodiment has the same structure as the control device 70 of the first embodiment, except that it executes the process of the flowchart of Figure 4 to replace the process of the flowchart of Figure 3 . Therefore, for the structure common to the control device 70 of the second embodiment and the first embodiment, the same reference numerals as those of the first embodiment are attached and the repeated description is omitted.

[0106] In the present embodiment, the control unit 72 is configured to perform a third process of controlling the transmission 56 in such a manner that the first information coincides with the second information when the first information and the second information are different, and to change the order of the first process and the third process, or the order of the second process and the third process, according to at least one of the third driving state of the human-powered vehicle 10 and the third driving environment of the human-powered vehicle 10 when the first information and the second information are different.

[0107] Preferably, at least one of the third driving state of the human - powered vehicle 10 and the third driving environment of the human - powered vehicle 10 includes information related to the vehicle speed V of the human - powered vehicle 10. When both the control state of the motor 38 and the gear ratio R are changed and the vehicle speed V of the human - powered vehicle 10 decreases, the control unit 72 may change the gear ratio R after changing the control state of the motor 38. When both the control state of the motor 38 and the gear ratio R are changed and the vehicle speed V of the human - powered vehicle 10 decreases, the control unit 72 may also change the control state of the motor 38 after changing the gear ratio R. Preferably, the case where the vehicle speed V of the human - powered vehicle 10 decreases includes the case where the deceleration D of the human - powered vehicle 10 in the traveling direction of the human - powered vehicle 10 is equal to or greater than a first deceleration D1. The first deceleration D1 is preferably equal to or greater than 3 km / h / s and equal to or less than 8.5 km / h / s. For example, the first deceleration D1 is set according to the deceleration D when the traveling road of the human - powered vehicle 10 suddenly changes from a downhill to an uphill. Preferably, the case where the vehicle speed V of the human - powered vehicle 10 decelerates may also include the case where the deceleration is equal to or greater than the first deceleration D1 and equal to or less than a fifth deceleration D5. The fifth deceleration D5 is greater than the first deceleration D1. For example, the fifth deceleration D5 is equal to or greater than 4 km / h / s and equal to or less than 7 km / h / s.

[0108] For example, the control unit 72 is configured such that, when performing the first process and the third process, when the deceleration D is equal to or greater than the first deceleration D1, the first process is performed and then the third process is performed; when the deceleration D is less than the first deceleration D1, the third process is performed and then the first process is performed. For example, the control unit 72 is configured such that, when performing the first process and the third process and controlling the transmission 56 in a manner that the gear ratio R decreases, when the deceleration D is equal to or greater than the first deceleration D1, the first process is performed and then the third process is performed; when the deceleration D is less than the first deceleration D1, the third process is performed and then the first process is performed.

[0109] For example, the control unit 72 is configured such that, when performing the second process and the third process, when the deceleration D is equal to or greater than the first deceleration D1, the third process is performed and then the second process is performed; when the deceleration D is less than the first deceleration D1, the second process is performed and then the third process is performed.

[0110] Refer to Figure 4 , to describe the process of the control unit 72 controlling the motor 38 and the transmission 56. For example, if power is supplied to the control unit 72, the control unit 72 starts the process and enters the step S31 of the flowchart shown in Figure 4 . For example, if the Figure 4 flowchart ends, the control unit 72 repeats the process starting from step S31 after a predetermined period until the power supply stops.

[0111] In step S31, the control unit 72 determines whether the first information and the second information are different. If the first information and the second information are the same, the control unit 72 ends the process. If the first information and the second information are different, the control unit 72 proceeds to step S32.

[0112] In step S32, the control unit 72 determines whether to execute the first process. If the first process is to be executed, the control unit 72 proceeds to step S33. In the present embodiment, for example, when the gear ratio R corresponding to the first information is less than the gear ratio R corresponding to the second information, the control unit 72 executes the first process. In this case, it is possible to suppress the situation where the auxiliary force of the motor 38 is insufficient when the human-powered vehicle 10 suddenly decelerates. For example, it is also possible that when the gear ratio R corresponding to the first information is greater than the gear ratio R corresponding to the second information, the control unit 72 executes the first process. In this case, even if the actual gear ratio R is greater than the ideal gear ratio R, it is possible to suppress an increase in the rider's load.

[0113] In step S33, the control unit 72 determines the order of the first process and the third process based on at least one of the third driving state and the third driving environment, and then proceeds to step S34.

[0114] In step S34, the control unit 72 executes the first process and the third process, and then proceeds to step S35. In step S34, the control unit 72 executes the first process and the third process in the order determined in step S33.

[0115] In step S35, the control unit 72 determines whether the first information and the second information are consistent. If the first information and the second information are not consistent, the control unit 72 executes the process of step S35 again. If the first information and the second information are consistent, the control unit 72 proceeds to step S36. In step S36, the control unit 72 executes the second process and then ends the process. The process of step S36 is the same as that of step S16 of Figure 3 and thus the description thereof is omitted.

[0116] In step S32, if the first process is not to be executed, the control unit 72 proceeds to step S37. In step S37, the control unit 72 determines the order of the second process and the third process based on at least one of the third driving state and the third driving environment, and then proceeds to step S38.

[0117] In step S38, the control unit 72 executes the second process and the third process, and then proceeds to step S39. In step S39, the control unit 72 executes the second process and the third process in the order determined in step S38.

[0118] In step S39, the control unit 72 determines whether the first information and the second information are consistent. When the first information and the second information are inconsistent, the control unit 72 executes the process of step S39 again. If the first information and the second information are consistent, the control unit 72 proceeds to step S40.

[0119] In step S40, the control unit 72 executes the first process and then ends the process. The process of step S36 is the same as Figure 3 step S21 of

[0120] <Third Embodiment>

[0121] Refer to Figure 2 and Figure 5 to describe the control device 70 of the third embodiment. The control device 70 of the third embodiment has the same structure as the control device 70 of the third embodiment, except that it executes the process of the flowchart of Figure 5 to replace the process of the flowchart of Figure 3 Therefore, the same reference numerals as those in the first and second embodiments are assigned to the structures common to the control device 70 of the third embodiment and the first and second embodiments, and redundant descriptions are omitted.

[0122] The control unit 72 is configured to control the motor 38 and the transmission 56. When changing both the control state of the motor 38 and the gear ratio R, the control unit 72 changes the order of the first change process for changing the control state of the motor 38 and the second change process for changing the gear ratio R according to at least one of the fourth driving state of the human-powered vehicle 10 and the fourth driving environment of the human-powered vehicle 10. The first change process may be the same as the first process. The second change process may be the same as the second process. The fourth driving state may be the same as the first driving state. The fourth driving environment may be the same as the first driving environment.

[0123] For example, when changing both the control state of the motor 38 and the gear ratio R, the control unit 72 may increase at least one of the assist level A of the motor 38, the maximum value of the output M of the motor 38, and the output M of the motor 38 according to the decrease in the vehicle speed V of the human-powered vehicle 10.

[0124] For example, when changing both the control state of the motor 38 and the gear ratio R, the control unit 72 may decrease at least one of the assist level A of the motor 38, the maximum value of the output M of the motor 38, and the output M of the motor 38 according to the decrease in the vehicle speed V of the human-powered vehicle 10.

[0125] Preferably, at least one of the fourth driving state of the human - powered vehicle 10 and the fourth driving environment of the human - powered vehicle 10 includes information related to the vehicle speed V of the human - powered vehicle 10. When both the control state of the motor 38 and the gear ratio R are changed and the vehicle speed V of the human - powered vehicle 10 decreases, after changing the control state of the motor 38, the control unit 72 changes the gear ratio R using the transmission 56. Preferably, when both the control state of the motor 38 and the gear ratio R are changed and the vehicle speed V of the human - powered vehicle 10 decreases, the control unit 72 changes the control state of the motor 38 after changing the gear ratio R. Preferably, the case where the vehicle speed V of the human - powered vehicle 10 decreases includes the case where the deceleration D of the human - powered vehicle 10 in the traveling direction of the human - powered vehicle 10 is equal to or greater than the first deceleration D1.

[0126] For example, the control unit 72 is configured such that, when performing the first change process and the second change process, when the deceleration D is equal to or greater than the first deceleration D1, the first change process is performed and then the second change process is performed, and when the deceleration D is less than the first deceleration D1, the second change process is performed and then the first change process is performed. For example, the control unit 72 is configured such that, when performing the first change process and the second change process and controlling the transmission 56 to reduce the gear ratio R, when the deceleration D is equal to or greater than the first deceleration D1, the first change process is performed and then the second change process is performed, and when the deceleration D is less than the first deceleration D1, the second change process is performed and then the first change process is performed.

[0127] Refer to Figure 5 , to describe the process of the control unit 72 controlling the motor 38 and the transmission 56. For example, if power is supplied to the control unit 72, the control unit 72 starts the process and enters Figure 5 the step S41 of the flowchart shown. If Figure 5 the flowchart ends, the control unit 72 repeats the process starting from step S41 after a predetermined period until the power supply stops.

[0128] In step S41, the control unit 72 determines whether both the control state of the motor 38 and the gear ratio R are changed. If both the control state of the motor 38 and the gear ratio R are not changed, or only one of the control state of the motor 38 and the gear ratio R is changed, the control unit 72 ends the process.

[0129] If both the control state of the motor 38 and the gear ratio R are changed in step S41, the control unit 72 enters step S42. In step S42, the control unit 72 determines the order of the first change process and the second change process based on at least one of the fourth driving state and the fourth driving environment, and then enters step S43.

[0130] In step S43, the control unit 72 performs the first change process and the second change process according to the order determined in step S42. After the control unit 72 starts the second change process in step S43, if the first information and the second information are the same, the control state of the motor 38 can be changed to the control state of the motor 38 before the first change process is executed.

[0131] In the present embodiment, the deceleration D can also be replaced with deceleration energy. The deceleration energy is represented by 1 / 2×M×V 2 where M can be the weight of the human-powered vehicle 10 or the total value of the weight of the human-powered vehicle 10 and the rider's weight. Information related to the weight of the human-powered vehicle 10 or information related to the total value of the weight of the human-powered vehicle 10 and the rider's weight is stored in the storage unit 74. The first deceleration D1 and the fifth deceleration D5 are changed to values corresponding to the deceleration energy. For example, in the case of decelerating from a speed of 10 km / h and in the case of decelerating from a speed of 35 km / h, even if the deceleration D is the same, the deceleration energy is different. Therefore, the control unit 72 can also use the deceleration energy to change the order of the first process and the third process, or the order of the second process and the third process.

[0132] <Fourth Embodiment>

[0133] Refer to Figure 2 and Figure 6 , and the control device 70 of the fourth embodiment will be described. The control device 70 of the fourth embodiment has the same structure as the control device 70 of the first embodiment, except that it executes the processing of the flowchart of Figure 6 instead of the processing of the flowchart of Figure 3 . Therefore, the same reference numerals as those in the first embodiment, the second embodiment, and the third embodiment are assigned to the structures common to the control device 70 of the fourth embodiment and the first embodiment, the second embodiment, and the third embodiment, and repeated descriptions are omitted.

[0134] In the present embodiment, the control unit 72 is configured to control the motor 38 and the transmission 56. When the first shift condition is satisfied, the control unit 72 changes the gear ratio R through the transmission 56 in a state where the assist level of the motor 38 is decreased or in a state where the assist level of the motor 38 is maintained. When the second shift condition different from the first shift condition is satisfied, the control unit 72 changes the gear ratio R through the transmission 56 in a state where the assist level A of the motor 38 is increased.

[0135] Preferably, when the vehicle speed V of the human - powered vehicle 10 decreases, at least one of the first shifting condition and the second shifting condition is satisfied. Preferably, when the deceleration D of the human - powered vehicle 10 in the traveling direction of the human - powered vehicle 10 is greater than or equal to the second deceleration D2, one of the first shifting condition and the second shifting condition is satisfied. Preferably, when the deceleration D of the human - powered vehicle 10 in the traveling direction of the human - powered vehicle 10 is less than the second deceleration D2, the other of the first shifting condition and the second shifting condition is satisfied. For example, the second deceleration D2 is equal to the first deceleration D1.

[0136] Refer to Figure 6 , to describe the process of the control unit 72 controlling the motor 38 and the transmission 56. For example, if power is supplied to the control unit 72, the control unit 72 starts the process and enters Figure 6 the step S51 of the flowchart shown. If Figure 6 the flowchart ends, the control unit 72 repeats the process starting from step S51 after a predetermined period until the power supply stops.

[0137] In step S51, the control unit 72 determines whether the shifting condition is satisfied. When the speed of the human - powered vehicle decreases by a predetermined speed or more, the control unit 72 determines that the shifting condition is satisfied. The predetermined speed is, for example, a speed within the range of 1 km / h to 10 km / h. When the shifting condition is satisfied, the control unit 72 enters step S52. When the shifting condition is not satisfied, the control unit 72 ends the process. In step S52, the control unit 72 determines whether the first shifting condition is satisfied. When the first shifting condition is satisfied, the control unit 72 enters step S53. In step S53, in the state of reducing the assist level A or maintaining the assist level A, the control unit 72 changes the gear ratio R through the transmission 56, and then ends the process.

[0138] In step S53, when reducing the assist level A, if the change of the gear ratio R is completed, the control unit 72 may increase the assist level A. Preferably, in step S53, when reducing the assist level A, if the change of the gear ratio R is completed, the control unit 72 restores the assist level A to the assist level A before reduction.

[0139] In step S52, when the first shifting condition is not satisfied, the control unit 72 enters step S54. In step S54, the control unit 72 determines whether the second shifting condition is satisfied. In step S54, when the second shifting condition is satisfied, the control unit 72 enters step S55. In step S55, in the state of increasing the assist level A, the control unit 72 changes the gear ratio R through the transmission 56, and then ends the process.

[0140] In step S55, when increasing the assist level A, if the change of the gear ratio R is completed, the control unit 72 may decrease the assist level A. Preferably, in step S55, when increasing the assist level A, if the change of the gear ratio R is completed, the control unit 72 restores the assist level A to the assist level A before the increase. Preferably, in step S55, when increasing the assist level A, if the change of the gear ratio R is completed, the control unit 72 restores the assist level A to the assist level A immediately before the increase.

[0141] In step S54, when the second shift condition is not satisfied, the control unit 72 proceeds to step S56. In step S56, while maintaining the assist level A, the control unit 72 changes the gear ratio R through the transmission 56, and then ends the process.

[0142] <Fifth Embodiment>

[0143] Refer to Figures 7 to 9 , to describe the control device 70 of the fifth embodiment. The control device 70 of the fifth embodiment has the same structure as the control device 70 of any one of the first to fourth embodiments, except that it executes the processes of at least one of the flowcharts in Figure 3 , Figure 4 , Figure 5 and Figure 6 on the basis of executing the processes of any one of the flowcharts, and executes the processes of at least one of the flowcharts in Figure 8 and Figure 9 . Therefore, the same reference numerals as those in the first to fourth embodiments are assigned to the structures common to the control device 70 of the fifth embodiment and the first to fourth embodiments, and the repeated description is omitted.

[0144] The control unit 72 is configured to control the components 60 for a human-powered vehicle according to information related to the vehicle speed V of the human-powered vehicle 10. The components 60 include at least one of at least one suspension device 62 and an adjustable seat post 64.

[0145] The suspension device 62 includes an electric actuator for operating the suspension device 62. The suspension device 62 further includes a drive circuit that controls the power applied to the electric actuator. The electric actuator includes an electric motor. The electric motor included in the electric actuator may be replaced with a solenoid. The drive circuit drives the electric actuator according to a control signal from the control unit 72.

[0146] The suspension device 62 includes at least one of a rear suspension device and a front suspension device 62A. The suspension device 62 is configured to absorb the impact applied to the wheel 14. The suspension device 62 may be a hydraulic suspension or a pneumatic suspension. The suspension device 62 includes a first part and a second part embedded in the first part and relatively movable with respect to the first part. The operating states of the suspension device 62 include, for example, a locked state in which the relative movement between the first part and the second part is restricted, and an unlocked state in which the relative movement between the first part and the second part is permitted. An electric actuator is used to switch the operating state of the suspension device 62. The locked state of the suspension device 62 may include a state in which the first part and the second part slightly move relative to each other when the wheel 14 is subjected to a strong force. The operating state of the suspension device 62 may include at least one of a plurality of operating states with different damping forces and a plurality of operating states with different stroke amounts, instead of or in addition to the locked state and the unlocked state.

[0147] The rear suspension device is configured to be provided on the frame 18 of the human-powered vehicle 10. The rear suspension is provided between the frame body of the frame 18 and the swing arm that supports the rear wheel 14A. The rear suspension device is configured to absorb the impact applied to the rear wheel 14A. The front suspension device 62A is provided between the frame 18 of the human-powered vehicle 10 and the front wheel 14B. The front suspension is provided on the front fork 30. The front suspension device 62A is configured to absorb the impact applied to the front wheel 14B.

[0148] The adjustable seat post 64 includes an electric actuator. The adjustable seat post 64 further includes a drive circuit that controls the power applied to the electric actuator. The electric actuator includes an electric motor. The electric motor included in the electric actuator may be replaced with a solenoid. The drive circuit drives the electric actuator according to a control signal from the control unit 72. The adjustable seat post 64 is configured to be provided on the seat tube and change the height of the seat. The adjustable seat post 64 includes an electric seat post or a mechanical seat post. The electric seat post uses the force of the electric actuator to extend and retract the seat post. The mechanical seat post uses the force of the electric actuator to control a valve so that the seat post extends by the force of at least one of a spring and air and contracts by applying human force. The mechanical seat post includes a hydraulic seat post or a hydraulic and pneumatic seat post.

[0149] In a case where the assembly 60 includes at least one suspension device 62, for example, when at least one suspension device 62 includes the front suspension device 62A and the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is equal to or greater than a third deceleration D3, the control unit 72 controls the front suspension device 62A to increase the stiffness thereof. For example, the third deceleration D3 is equal to the first deceleration D1. The value of the third deceleration D3 may also be greater than the first deceleration D1.

[0150] Refer to Figure 8 , to describe the process of the switching control unit 72 controlling the control state of the front suspension device 62A. For example, if power is supplied to the control unit 72, the control unit 72 starts the process and enters Figure 8 step S61 of the flowchart shown. If Figure 8 the flowchart ends, the control unit 72 repeats the process starting from step S61 after a predetermined period until the power supply stops.

[0151] In step S61, the control unit 72 determines whether the deceleration D is equal to or greater than the third deceleration D3. If the deceleration D is not equal to or greater than the third deceleration D3, the control unit 72 ends the process. If the deceleration D is equal to or greater than the third deceleration D3, the control unit 72 enters step S62. In step S62, the control unit 72 controls the front suspension device 62A in a manner that increases the hardness of the front suspension device 62A, and then ends the process. When the front suspension device 62A is in the unlocked state, in step S62, the control unit 72 changes the front suspension device 62A to the locked state.

[0152] The control unit 72 may also be configured to control the front suspension device 62A in a manner that increases the hardness of the front suspension device 62A when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is equal to or greater than the third deceleration D3 and equal to or less than the sixth deceleration D6. The third deceleration D3 is equal to the first deceleration D1, and the sixth deceleration D6 is equal to the fifth deceleration D5.

[0153] When the component 60 includes the adjustable seat post 64, for example, if the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is equal to or greater than the fourth deceleration D4, the control unit 72 controls the adjustable seat post 64 in a manner that reduces the length of the adjustable seat post 64. For example, the fourth deceleration D4 is equal to the first deceleration D1. The value of the fourth deceleration D4 may also be greater than the first deceleration D1.

[0154] Refer to Figure 9 , to describe the process of the control unit 72 controlling the adjustable seat post 64. For example, if power is supplied to the control unit 72, the control unit 72 starts the process and enters Figure 9 step S63 of the flowchart shown. If Figure 9 the flowchart ends, the control unit 72 repeats the process starting from step S63 after a predetermined period until the power supply stops.

[0155] In step S63, the control unit 72 determines whether the deceleration D is equal to or greater than the fourth deceleration D4. If the deceleration D is not equal to or greater than the fourth deceleration D4, the control unit 72 ends the process. If the deceleration D is equal to or greater than the fourth deceleration D4, the control unit 72 proceeds to step S64. In step S64, the control unit 72 controls the adjustable seat post 64 to reduce the length thereof, and then ends the process.

[0156] The control unit 72 may also be configured to control the adjustable seat post 64 to reduce the length thereof when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is equal to or greater than the fourth deceleration D4 and equal to or less than the seventh deceleration D7. The fourth deceleration D4 is equal to the first deceleration D1, and the seventh deceleration D7 is equal to the fifth deceleration D5.

[0157] <Modification Example>

[0158] The description related to the embodiment is an example of a mode that can be adopted by the control device for a human-powered vehicle according to the present invention, but is not intended to limit the mode. The control device for a human-powered vehicle according to the present disclosure can adopt, for example, a modification example of the following-described embodiment, and a mode in which at least two non-contradictory modification examples are combined. In the following modification examples, parts common to the embodiment are denoted by the same reference numerals as those in the embodiment, and the description thereof is omitted.

[0159] · Instead of step S15 of Figure 3 , the control unit 72 may determine that "Yes" when a predetermined first period has elapsed after the start of the first process or the third process. Instead of step S35 of Figure 4 , the control unit 72 may determine that "Yes" when a predetermined first period has elapsed after the start of the first process or the third process.

[0160] · Instead of at least one of step S20 of Figure 3 and step S40 of Figure 4 , or on this basis, the control unit 72 may determine that "Yes" when a predetermined second period has elapsed after the start of the second process or the third process. Instead of at least one of step S20 of Figure 3 and step S40 of Figure 4 , or on this basis, the control unit 72 may determine that "Yes" when a predetermined second period has elapsed after the start of the second process or the start of the third process.

[0161] · The processes of the flowcharts of Figure 8 and Figure 9 of the fifth embodiment may also be executed independently of the first to fourth embodiments.

[0162] As used in this specification, the expression "at least one" means that the desired option is "more than one". As an example, in the case where the number of options is two, "at least one" as used in this specification means "only one option" or "both of the two options". As other examples, in the case where the number of options is more than three, "at least one" as used in this specification means "only one option" or "a combination of any two or more options".

[0163] Symbol description:

[0164] 10... Human-powered vehicle; 38... Motor; 56... Transmission; 60... Component; 62... Suspension device; 62A... Front suspension device; 64... Adjustable seat post; 70... Control device; 72... Control unit.

Claims

1. A control device, which is a control device for a human-powered vehicle, and includes: A control unit for controlling a motor that applies a driving force to the human-powered vehicle; The human-powered vehicle includes a transmission; The transmission is configured to be provided on the transmission path of the human driving force on the human-powered vehicle and to change the gear ratio; When first information related to the current gear ratio of the transmission is different from second information related to at least one of a first driving state of the human-powered vehicle and a first driving environment of the human-powered vehicle, the control unit performs a first process or a second process; In this first process, at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor is increased; In this second process, at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor is decreased.

2. A control device, which is a control device for a human-powered vehicle, and includes: A control unit for controlling a motor that applies a driving force to the human-powered vehicle; The human-powered vehicle includes a transmission; The transmission is configured to be provided on the transmission path of the human driving force on the human-powered vehicle and to change the gear ratio; When first information related to the current gear ratio of the transmission is different from second information related to at least one of a first driving state of the human-powered vehicle and a first driving environment of the human-powered vehicle, the control unit performs a first process or a second process; In this first process, at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor is increased; In this second process, at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor is decreased; When the first information is different from the second information, the control unit performs the first process or the second process according to at least one of a second driving state of the human-powered vehicle and a second driving environment of the human-powered vehicle.

3. A control device, which is a control device for a human-powered vehicle, and includes: A control unit for controlling a motor that applies a driving force to the human-powered vehicle; The human-powered vehicle includes a transmission; The transmission is configured to be provided on the transmission path of the human driving force on the human-powered vehicle and to change the gear ratio; When first information related to the current gear ratio of the transmission is different from second information related to at least one of a first driving state of the human-powered vehicle and a first driving environment of the human-powered vehicle, the control unit performs a first process or a second process; In this first process, at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor is increased; In this second process, at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor is decreased. The control unit is configured to control the transmission, and when the first information and the second information are different, control the transmission so that the first information and the second information are made to coincide with each other.

4. The control device according to claim 1 or 2, wherein the control unit is configured to control the transmission, and when the first information and the second information are different, perform a third process of controlling the transmission so that the first information and the second information are made to coincide with each other. When the first process is performed, the third process is performed after the first process is performed. If the first information and the second information coincide with each other, the second process is performed. When the second process is performed, the third process is performed after the second process is performed. If the first information and the second information coincide with each other, the first process is performed.

5. The control device according to claim 1 or 2, wherein the control unit is configured to control the transmission, and when the first information and the second information are different, perform a third process of controlling the transmission so that the first information and the second information are made to coincide with each other. When the first information and the second information are different, the order of the first process and the third process, or the order of the second process and the third process is changed according to at least one of the third traveling state of the human-powered vehicle and the third traveling environment of the human-powered vehicle.

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