Control device for human-powered vehicle

Abstract

This invention provides a control device for a manually driven vehicle that can appropriately control the motor when the vehicle is propelled by a motor-assisted manual drive and the gear ratio of the transmission is changed. The control device for the manually driven vehicle includes a control unit configured to control the motor. The control unit is configured to control the motor to lower the upper limit of its output during an upshift operation (changing from one gear to another) to increase the gear ratio, and to lower the upper limit during a downshift operation (changing from one gear to another) to decrease the gear ratio. Furthermore, the upper limit of the motor output during an upshift operation between two predetermined gears whose gear ratios differ by one gear is different from the upper limit of the motor output during a downshift operation between two predetermined gears.

Description

Technical Field

[0001] This disclosure relates to a control device for a human-powered vehicle. Background Technology

[0002] The control device for a human-powered vehicle disclosed in Patent Document 1 reduces the output of the driving assistance motor according to the human driving force when, for example, the human-powered vehicle is assisted in its propulsion by a driving assistance motor and the gearbox changes its gear ratio.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2014-151745. Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] One of the objectives of this disclosure is to provide a control device for a manually driven vehicle that can appropriately control the motor when the vehicle is propelled by a motor-assisted human-powered propulsion and the gearbox changes its gear ratio.

[0008] means for solving problems

[0009] The control device according to the first aspect of this disclosure is a control device for a manually driven vehicle, wherein the manually driven vehicle includes: a motor that imparts propulsion force to the manually driven vehicle; and a transmission that changes the gear ratio of the manually driven vehicle among a plurality of gears. The control device includes a control unit configured to control the motor, the control unit being configured to control the motor to lower an upper limit value of the motor's output during an upshift operation to increase the gear ratio from one of the plurality of gears to another, and to lower the upper limit value during a downshift operation to decrease the gear ratio from one of the plurality of gears to another, and to make the upper limit value in the upshift operation between two predetermined gears whose gear ratios differ by one level among the plurality of gears different from the upper limit value in the downshift operation between the two predetermined gears.

[0010] According to the control device of the first aspect, since the control unit lowers the upper limit of the motor output during upshifting and downshifting operations, the transmission is easy to shift gears. According to the control device of the first aspect, the motor can be appropriately controlled by setting a suitable upper limit of the motor output for each upshifting and downshifting operation between two predetermined gears with a gear ratio difference of one level among multiple gears.

[0011] In the control device according to the second aspect of the first aspect of the present disclosure, the control unit is configured to control the motor so that the upper limit value does not decrease during a change to the smallest gear ratio among the plurality of gears.

[0012] According to the control device in the second aspect, since the control unit controls the motor to ensure that the upper limit of the motor output does not decrease when the gear ratio related to the minimum gear changes, the rider is less likely to feel the reduction in the motor's assist force when the load applied to the gearbox is small and the gear shifting is easy.

[0013] In the control device according to the first, second, or third aspect of this disclosure, the control unit is configured to control the motor so that the upper limit value in the upshift operation between the predetermined two gears does not decrease.

[0014] According to the control device of the third aspect, since the control unit controls the motor so that the upper limit of the motor output during the upshift operation between the two predetermined gears will not decrease, the rider will not easily feel the decrease in the motor's assist force during the upshift operation between the two predetermined gears.

[0015] In the control device according to any one of the first to third aspects of the present disclosure, the control unit is configured to control the motor such that the upper limit value of the upshift operation between the two predetermined gears is lower than the upper limit value of the downshift operation between the two predetermined gears.

[0016] According to the control device in the fourth aspect, the control unit sets the upper limit of the motor output during a predetermined upshift operation between two gears to be lower than the upper limit of the motor output during a predetermined downshift operation between two gears. Therefore, during the predetermined upshift operation between two gears, the gearbox shifts gears easily, and during the predetermined downshift operation between two gears, the rider does not easily feel a reduction in the motor's assist force.

[0017] In the control device of the fifth aspect according to any one of the first to third aspects of the present disclosure, the control unit is configured to control the motor such that the upper limit value of the downshift operation between the predetermined two gears is lower than the upper limit value of the upshift operation between the predetermined two gears.

[0018] According to the control device in the fifth aspect, the control unit sets the upper limit of the motor output during a downshift operation between two predetermined gears to be lower than the upper limit of the motor output during an upshift operation between two predetermined gears. Therefore, during a downshift operation between two predetermined gears, the gearbox shifts gears easily, and during an upshift operation between two predetermined gears, the rider does not easily feel a reduction in the motor's assist force.

[0019] In the control device of the sixth aspect according to any one of the first to third aspects of this disclosure, the plurality of gears includes two first predetermined gears whose gear ratios differ by one level, and two second predetermined gears whose gear ratios differ by one level. The control unit is configured to control the motor such that the upper limit value of the upshift operation between the first two predetermined gears is lower than the upper limit value of the downshift operation between the first two predetermined gears, and to control the motor such that the upper limit value of the downshift operation between the second two predetermined gears is lower than the upper limit value of the upshift operation between the second two predetermined gears.

[0020] According to the control device of the sixth aspect, the control unit sets the upper limit of the motor output during upshifting between the first two predetermined gears to be lower than the upper limit of the motor output during downshifting between the first two predetermined gears. Therefore, during upshifting between the first two predetermined gears, the gearbox shifts smoothly, and during downshifting between the first two predetermined gears, the rider does not easily feel a reduction in the motor's assist force. According to the control device of the sixth aspect, the control unit sets the upper limit of the motor output during downshifting between the second predetermined gears to be lower than the upper limit of the motor output during upshifting between the second predetermined gears. Therefore, during downshifting between the second predetermined gears, the gearbox shifts smoothly, and during upshifting between the second predetermined gears, the rider does not easily feel a reduction in the motor's assist force.

[0021] In the control device according to the sixth aspect and the seventh aspect of the present disclosure, the gear ratio of each of the first two predetermined gears is less than the gear ratio of the second two predetermined gears.

[0022] According to the control device of the seventh aspect, in the first two predetermined gears where the gear ratio is less than the gear ratio of the second predetermined gears, the control unit can set the upper limit of the motor output during upshifting operation to be lower than the upper limit during downshifting operation.

[0023] In the control device of the eighth aspect according to any one of the first to seventh aspects of the present disclosure, the control unit is configured to control the motor in such a way that the output of the motor is gradually reduced over a first period when the output of the motor is reduced by changing the upper limit value.

[0024] According to the control device in the eighth aspect, since the control unit gradually reduces the output of the motor during the first period, the rider is less likely to feel discomfort caused by the reduction in the motor output.

[0025] In the control device of the ninth aspect of the eighth aspect of this disclosure, the first period is a first time, which is more than 0.05 seconds and less than 0.3 seconds.

[0026] According to the control device in the ninth aspect, since the control unit gradually reduces the motor output in the first instance, the rider is less likely to feel discomfort caused by the reduction in motor output.

[0027] In the control device of the tenth aspect according to any one of the first to ninth aspects of this disclosure, the control unit is configured such that, when the output of the motor is reduced by reducing the upper limit value, if a predetermined period has elapsed since the output of the motor was reduced, the motor is controlled to increase the upper limit value to the upper limit value just before the upper limit value was to be reduced.

[0028] According to the control device of the tenth aspect, since if a predetermined period has elapsed since the output of the motor is reduced, the control unit increases the upper limit value to the upper limit value just before the upper limit value is to be reduced. Therefore, if the predetermined period has elapsed, the control unit can control the motor with the same upper limit value as the upper limit value before the upper limit value is reduced.

[0029] In the control device according to the eleventh aspect of the tenth aspect of this disclosure, the predetermined period includes the period until the rotation of the wheels of the manually driven vehicle reaches a predetermined rotation, wherein the predetermined rotation is 30 degrees or more and less than 460 degrees.

[0030] According to the control device in the eleventh aspect, if the rotation of the wheels of the manually driven vehicle reaches a predetermined rotation, the control unit can control the motor by using the same upper limit value as the upper limit value before the upper limit value is lowered.

[0031] In the control device according to the tenth or eleventh aspect of this disclosure, the control unit is configured to gradually increase the output of the motor during a second period when the upper limit value is increased and the output of the motor is increased.

[0032] According to the control device in the twelfth aspect, since the control unit gradually increases the motor output during the second period, the rider is less likely to feel discomfort from the increase in motor output.

[0033] In the control device according to the thirteenth aspect of the twelfth aspect of this disclosure, the second period is a second time, which is more than 0.05 seconds and less than 0.2 seconds.

[0034] According to the control device in aspect thirteen, since the control unit gradually increases the motor output in the second time, the rider is less likely to feel discomfort from the increase in motor output.

[0035] In the control device of the fourteenth aspect according to any one of the first to thirteenth aspects of this disclosure, the control unit is configured to control the motor such that, when the upper limit value is changed, the upper limit value decreases as the human driving force applied to the human-powered vehicle increases.

[0036] According to the control device in the fourteenth aspect, since the control unit reduces the upper limit of the motor output as the human driving force increases, it is possible to further suppress the reduction in the transmission performance.

[0037] In the control device of the fifteenth aspect according to any one of the first to thirteenth aspects of this disclosure, the control unit is configured to control the transmission to start the operation of the transmission based on the peak time of the human-powered driving force applied to the human-powered vehicle.

[0038] According to the control device in the fifteenth aspect, since the control unit starts the operation of the transmission based on the peak time of the human driving force, the gear ratio can be changed at the appropriate time for human driving force.

[0039] In the control device according to the fifteenth and sixteenth aspects of this disclosure, the transmission includes a plurality of rotating bodies and a derailleur that changes the gear ratio by shifting a transmission body from one of the plurality of rotating bodies to another. At least one of the plurality of rotating bodies includes at least two shift-promoting regions in the circumferential direction. The at least two shift-promoting regions are regions formed by the derailleur that promote the movement of the transmission body from one of the plurality of rotating bodies to the other of the plurality of rotating bodies. The control unit is configured to control the transmission to start the operation of the transmission based on the peak time and the interval from one of the at least two shift-promoting regions to the adjacent other of the at least two shift-promoting regions, and to control the motor based on the peak time and the interval to reduce the upper limit value.

[0040] According to the control device of the sixteenth aspect, the control unit starts the transmission to operate at a time appropriate to the peak time and the interval from one of the at least two transmission acceleration zones to the adjacent other of the at least two transmission acceleration zones, and lowers the upper limit of the motor output.

[0041] In the control device of the seventeenth aspect according to any one of the tenth to thirteenth aspects of this disclosure, the transmission includes a plurality of rotating bodies and a derailleur for changing the gear shift by shifting a transmission body from one of the plurality of rotating bodies to another, at least one of the plurality of rotating bodies including at least two shift actuation regions in the circumferential direction, the at least two shift actuation regions being regions provided by the derailleur for actuating the transmission body from one of the plurality of rotating bodies to the other of the plurality of rotating bodies, the predetermined period being determined based on the length of the portion of the other of the plurality of rotating bodies engaged with the transmission body and the interval from one of the at least two shift actuation regions to the adjacent other of the at least two shift actuation regions.

[0042] According to the control device of the seventeenth aspect, after a period corresponding to a predetermined period, the upper limit of the motor output can be increased, wherein the predetermined period is determined based on the length of the portion of another adjacent rotating body engaging with the transmission body and the interval from one of the at least two speed-shifting regions to the other adjacent one of the at least two speed-shifting regions.

[0043] In the control device according to the sixteenth, seventeenth, or eighteenth aspect of this disclosure, the derailleur includes a rear derailleur.

[0044] According to the control device in the eighteenth aspect, the control unit can appropriately change the gear ratio via the rear derailleur.

[0045] The control device according to the nineteenth aspect of this disclosure is a control device for a manually driven vehicle, the manually driven vehicle comprising: a motor that imparts propulsion force to the manually driven vehicle; and a transmission that changes the gear ratio of the manually driven vehicle among a plurality of gears, the control device comprising a control unit configured to control the motor, the control unit being configured to, in a first group including at least two of the plurality of gears, reduce the upper limit of the motor's output when changing from one of the plurality of gears to another to increase the gear ratio, and in a second group including at least two of the plurality of gears, reduce the upper limit of the motor's output when changing from one of the plurality of gears to another to decrease the gear ratio, and wherein at least one of the at least two gears included in each of the first group and the second group, and at least one of the number of at least two gears included in each group, are different from each other.

[0046] According to the control device of the nineteenth aspect, since the control unit lowers the upper limit of the motor output when changing from one of the multiple gears to another in each of the first and second groups, the motor can be appropriately controlled in each of the first and second groups to facilitate changing the gear ratio.

[0047] Invention Effects

[0048] The control device for a human-powered vehicle disclosed herein can appropriately control the motor when the human-powered vehicle is propelled by a motor and the gearbox changes its gear ratio. Attached Figure Description

[0049] Figure 1 This 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 It means Figure 1 A block diagram of the electrical structure of a human-powered vehicle;

[0051] Figure 3 yes Figure 1 A cross-sectional view of the transmission unit used in a human-powered vehicle.

[0052] Figure 4 yes Figure 1 A side view of at least one of the second bodies of revolution;

[0053] Figure 5 It is by Figure 2 The flowchart of the first part of the process performed by the control unit to control the motor and transmission;

[0054] Figure 6 It is by Figure 2 The flowchart of the second part of the process executed by the control unit to control the motor and transmission;

[0055] Figure 7 This is a timing diagram illustrating an example of the changes in human driving force and its upper limit in the first embodiment;

[0056] Figure 8 This is a timing diagram illustrating an example of the changes in the communication signal and response signal in the first embodiment;

[0057] Figure 9 This is a flowchart of the motor control process executed by the control unit of the second embodiment. Detailed Implementation

[0058] <First Implementation>

[0059] Reference Figures 1 to 7 The control device 80 for a human-powered vehicle will be described below. A human-powered vehicle is a means of transportation that has at least one wheel and can be driven by at least human power. For example, human-powered vehicles include various types of bicycles such as mountain bikes, road bikes, city bikes, freight bikes, push bikes, and recumbent bikes. The number of wheels a human-powered vehicle has is not limited. Human-powered vehicles include, for example, unicycles and vehicles with two or more wheels. Human-powered vehicles are not limited to vehicles that can be driven solely by human power. Human-powered vehicles include electric bicycles (E-bikes) that are propelled not only by human power but also by the driving force of an electric motor. Electric bicycles (E-bikes) include electric-assisted bicycles that are propelled with the assistance of an electric motor. Hereinafter, in each embodiment, the human-powered vehicle will be described as an electric-assisted bicycle.

[0060] The human-powered vehicle 10 includes at least one wheel 12 and a body 14. The at least one wheel 12 includes a front wheel 12F and a rear wheel 12R. The body 14 includes a frame 16. For example, the frame 16 is equipped with a seat.

[0061] For example, the human-powered vehicle 10 also includes a crank 18 for transmitting human driving force. For example, the crank 18 includes a crankshaft 20 rotatable relative to the frame 16, and a pair of crank arms 22A and 22B. For example, crank arm 22A is located at a first axial end of the crankshaft 20. For example, crank arm 22B is located at a second axial end of the crankshaft 20. For example, crank arm 22A is connected to a pedal 24A. For example, crank arm 22B is connected to a pedal 24B. The frame 16 is connected to a front fork 26. The front fork 26 is fitted with a front wheel 12F. The handlebars 28 are connected to the front fork 26 via a stem 30. The rear wheel 12R is supported on the frame 16.

[0062] In this embodiment, crank 18 is connected to rear wheel 12R via drive mechanism 32. Rear wheel 12R is driven by rotation of crankshaft 20. At least one of front wheel 12F and rear wheel 12R can be connected to crank 18 via drive mechanism 32. Drive mechanism 32 includes at least one first rotating element 34 connected to crankshaft 20. For example, at least one first rotating element 34 includes a front sprocket. At least one first rotating element 34 may include a pulley or a bevel gear. Crankshaft 20 may be connected to the front sprocket via a one-way clutch.

[0063] The drive mechanism 32 further includes at least one second rotating body 36 and a transmission body 38. The transmission body 38 is configured to transmit the rotational force of at least one first rotating body 34 to at least one second rotating body 36. For example, the transmission body 38 includes a chain. The transmission body 38 may include a belt or a drive shaft. For example, at least one second rotating body 36 includes a rear sprocket. At least one second rotating body 36 may include a pulley or a bevel gear. For example, the chain is wound around a front sprocket and a rear sprocket. For example, at least one second rotating body 36 is connected to a rear wheel 12R. For example, the rear wheel 12R is configured to rotate with the rotation of at least one second rotating body 36.

[0064] For example, at least one second rotating body 36 is connected to the rear wheel 12R via a first one-way clutch. The first one-way clutch, for example, includes at least one of a roller clutch, a wedge clutch, and a ratchet clutch. The first one-way clutch is configured to transmit driving force from at least one second rotating body 36 to the rear wheel 12R when at least one second rotating body 36 rotates forward with at least one first rotating body 34, and to allow relative rotation between the rear wheel 12R and at least one second rotating body 36 when the rear wheel 12R rotates forward faster than the at least one second rotating body 36 rotates forward.

[0065] For example, the human-powered vehicle 10 also includes a battery 40. The battery 40 includes one or more battery elements. The battery elements include rechargeable batteries. For example, the battery 40 is configured to supply power to electronic devices located in the human-powered vehicle 10, such as a control unit 80, a motor 42, and a transmission 44. For example, the battery 40 is communicatively connected to the control unit 80 via wired or wireless means. For example, the battery 40 can communicate with the control unit 80 via power line communication (PLC), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver / Transmitter).

[0066] The human-powered vehicle 10 includes a motor 42 that imparts propulsion to the human-powered vehicle 10 and a transmission 44 that changes the gear ratio of the human-powered vehicle 10 between multiple gears.

[0067] For example, motor 42 is configured as a drive transmission element 38. For example, motor 42 is configured to impart propulsion force to the human-powered vehicle 10 based on human-powered driving force. For example, motor 42 includes one or more electric motors. For example, the electric motors included in motor 42 are brushless motors. For example, motor 42 is configured to transmit rotational force to at least one of the components included in the power transmission path of the human-powered driving force from pedals 24A and 24B to at least one second rotating body 36. For example, motor 42 includes an output shaft 42A. For example, output shaft 42A transmits the rotational force of motor 42 to at least one of the components included in the power transmission path of the human-powered driving force from pedals 24A and 24B to at least one second rotating body 36.

[0068] In this embodiment, for example, the motor 42 is configured to drive the transmission body 38 via at least one first rotating body 34. For example, the motor 42 is configured to be mounted on the frame 16 and transmit rotational force to at least one first rotating body 34. The motor 42 can have any structure as long as it can drive the transmission body 38. The motor 42 can be configured to drive the transmission body 38 via a second rotating body 36. The motor 42 can be configured to be mounted on the hub of the human-powered vehicle 10 and transmit rotational force to the second rotating body 36.

[0069] The human-powered vehicle 10 also includes a housing 46 for mounting the motor 42. The transmission unit 48 is configured to include the motor 42 and the housing 46. The housing 46 is mounted on the frame 16. The housing 46 rotatably supports the crankshaft 20. The motor 42 may be configured to transmit rotational force to the transmission body 38 without passing through at least one first rotating body 34. When the motor 42 is configured to transmit rotational force to the transmission body 38 without passing through at least one first rotating body 34, for example, a sprocket that engages with the transmission body 38 is provided in the component that transmits the force of the output shaft 42A or the output shaft 42A.

[0070] For example, the transmission unit 48 also includes an output section 50. For example, the output section 50 is coaxially arranged with the crankshaft 20. For example, the output section 50 is configured to transmit human-powered driving force and the output of the motor 42. For example, the output section 50 is configured to transmit the rotational force of the crankshaft 20 and the output of the motor 42. For example, the output section 50 has a cylindrical shape. For example, the output section 50 is disposed on the outer periphery of the crankshaft 20 about the rotation center axis C1 of the crankshaft 20. For example, at least one first rotating body 34 is connected to the first end portion 50A of the output section 50 in a manner that rotates integrally with the output section 50.

[0071] For example, the transmission unit 48 includes a speed reducer 52. For example, the speed reducer 52 is located between the motor 42 and the power transmission path of the human-powered drive. For example, the speed reducer 52 includes at least one speed reduction section. For example, the at least one speed reduction section includes a first speed reduction section 52A, a second speed reduction section 52B, and a third speed reduction section 52C. The speed reducer 52 may include one, two, or more than four speed reduction sections.

[0072] For example, the first reduction section 52A transmits the rotational torque of the motor 42. For example, the first reduction section 52A includes two meshing gears. The first reduction section 52A may include a belt and pulley instead of gears. The first reduction section 52A may include a sprocket and chain instead of gears.

[0073] For example, the second reduction section 52B transmits the rotational torque of the motor 42 via the first reduction section 52A. For example, the second reduction section 52B includes two meshing gears. The second reduction section 52B may include a belt and pulley instead of gears. The second reduction section 52B may include a sprocket and chain instead of gears.

[0074] For example, the third reduction section 52C transmits the rotational torque of the motor 42 via the second reduction section 52B. For example, the third reduction section 52C transmits the rotational torque of the motor 42 to the output section 50. For example, the third reduction section 52C includes two meshing gears. The third reduction section 52C may include a belt and pulley instead of gears. The third reduction section 52C may include a sprocket and chain instead of gears.

[0075] For example, the transmission unit 48 further includes a second one-way clutch 54. For example, the second one-way clutch 54 is disposed in the power transmission path from the crankshaft 20 to at least one first rotating body 34. For example, the second one-way clutch 54 is disposed between the crankshaft 20 and the output section 50.

[0076] For example, the second one-way clutch 54 is configured to rotate at least one first rotating body 34 forward when the crankshaft 20 rotates forward, and to allow relative rotation between the crankshaft 20 and at least one first rotating body 34 when the crankshaft 20 rotates backward. For example, the second one-way clutch 54 includes at least one of a roller clutch, a wedge clutch, and a ratchet clutch.

[0077] For example, the transmission unit 48 also includes a third one-way clutch 56. For example, the third one-way clutch 56 is located in the power transmission path from the motor 42 to at least one first rotating body 34. For example, the third one-way clutch 56 is located in the reducer 52.

[0078] For example, the third one-way clutch 56 transmits the rotational force of the motor 42 to the output unit 50. For example, the third one-way clutch 56 is configured to suppress the transmission of the rotational force of the crankshaft 20 to the motor 42 when the crankshaft 20 rotates forward. For example, the third one-way clutch 56 includes at least one of a roller clutch, a wedge clutch, and a ratchet clutch.

[0079] For example, the transmission 44 includes a gearshift device 58. For example, the gearshift device 58 is configured to change the gear ratio of the human-powered drive force transmission path provided in the human-powered vehicle 10. For example, the gear ratio is the ratio of the rotational speed of the wheel 12 to the rotational speed of the crankshaft 20. For example, the rotational speed of the wheel 12 includes the rotational speed of the drive wheels. For example, the gearshift device 58 includes at least one of a derailleur 58A and an internal transmission.

[0080] In the case where the shifter 58 includes an internal derailleur, for example, the internal derailleur is located on the hub of the rear wheel 12R. In this embodiment, the shifter 58 includes a derailleur 58A. When the shifter 58 includes a derailleur 58A, the transmission body 38 includes a chain. The transmission body 38 may include a belt. For example, the shifter 58 includes an electric actuator. For example, the electric actuator is configured to actuate the derailleur 58A.

[0081] For example, the derailleur 44 includes a plurality of rotating bodies 60 and a derailleur 58A. The derailleur 58A changes the gear ratio by shifting the transmission body 38 from one of the rotating bodies 60 to another. For example, the derailleur 58A is configured to move the transmission body 38, which is engaged with one of the rotating bodies 60, to another of the rotating bodies 60. For example, the derailleur 58A is configured to operate the transmission body 38 to change the gear ratio of the rotational speed of the wheel 12 relative to the rotational speed of the crankshaft 20. For example, the plurality of rotating bodies 60 includes a plurality of sprockets. For example, the derailleur 58A is configured to move the transmission body 38, which is engaged with one of the sprockets, to another of the sprockets.

[0082] For example, the derailleur 58A is configured to operate the transmission body 38 to change the gear ratio of the rotational speed of the wheel 12 relative to the rotational speed of the crankshaft 20. For example, the derailleur 58A is configured to provide a transmission path for the human-powered drive force in the human-powered vehicle 10 and change the gear ratio. For example, the derailleur 58A changes the gear ratio by operating the transmission body 38 to change the engagement state of the plurality of rotating bodies 60 with the transmission body 38. The relationship between the gear ratio, the rotational speed of the wheel 12, and the rotational speed of the crankshaft 20 is expressed by equation (1). In equation (1), R represents the gear ratio. In equation (1), W represents the rotational speed of the wheel 12. In equation (1), C represents the rotational speed of the crankshaft 20.

[0083] Equation (1): R = W (rpm) / C (rpm)

[0084] For example, the derailleur 58A can change the gear ratio by changing the gear. For example, the derailleur 58A is configured to perform an upshift operation by changing from one gear to another to increase the gear ratio. For example, the derailleur 58A is configured to perform a downshift operation by changing from one gear to another to decrease the gear ratio.

[0085] For example, the derailleur 58A is configured as an operating transmission 38 to change from one of a plurality of gears to another. For example, the plurality of gears are set according to at least one of a plurality of rotating bodies 60. For example, each of the plurality of gears has a different gear ratio. For example, the higher the gear, the greater the gear ratio.

[0086] For example, at least one first rotating body 34 includes a plurality of first rotating bodies 34. For example, at least one second rotating body 36 includes a plurality of second rotating bodies 36. For example, a plurality of rotating bodies 60 includes at least one of a plurality of first rotating bodies 34 and a plurality of second rotating bodies 36. For example, a plurality of first rotating bodies 34 includes a plurality of first sprockets. For example, a plurality of second rotating bodies 36 includes a plurality of second sprockets. For example, a plurality of rotating bodies 60 includes at least one of a plurality of first sprockets and a plurality of second sprockets.

[0087] When multiple rotating bodies 60 include multiple first sprockets and multiple second sprockets, the gear shift is configured, for example, based on a combination of one of the multiple first sprockets and one of the multiple second sprockets. When at least one first rotating body 34 includes a first sprocket and multiple rotating bodies 60 include multiple second sprockets, the gear shift is configured, for example, based on a combination of one first sprocket and one of the multiple second sprockets. When multiple rotating bodies 60 include multiple first sprockets and at least one second rotating body 36 includes a second sprocket, the gear shift is configured, for example, based on a combination of one of the multiple first sprockets and one second sprocket.

[0088] For example, derailleur 58A moves a chain engaged with one of a plurality of sprockets to another sprocket. For example, derailleur 58A includes a rear derailleur 58B. When derailleur 58A includes a rear derailleur 58B and the plurality of rotating bodies 60 include a plurality of second sprockets, for example, the sprocket with the fewest teeth among the plurality of second sprockets is selected to achieve the maximum number of gears achievable by derailleur 58A. When derailleur 58A includes a rear derailleur 58B and the plurality of rotating bodies 60 include a plurality of second sprockets, for example, the sprocket with the largest number of teeth among the plurality of second sprockets is selected to achieve the minimum number of gears achievable by derailleur 58A.

[0089] When derailleur 58A includes a rear derailleur 58B, for example, the plurality of second sprockets includes two or more but less than 20 second sprockets. When derailleur 58A includes a rear derailleur, for example, the plurality of second sprockets includes 12 second sprockets.

[0090] Derailleur 58A may include a front derailleur. When derailleur 58A includes a front derailleur and the plurality of rotating bodies 60 include a plurality of first sprockets, for example, the sprocket with the smallest number of teeth among the plurality of first sprockets may be selected to achieve the smallest number of gears achievable by derailleur 58A. When derailleur 58A includes a front derailleur and the plurality of rotating bodies 60 include a plurality of first sprockets, for example, the sprocket with the largest number of teeth among the plurality of first sprockets may be selected to achieve the largest number of gears achievable by derailleur 58A.

[0091] When the derailleur 58A includes a front derailleur, for example, the plurality of first sprockets includes two or more but no more than three first sprockets. When the derailleur 58A includes a front derailleur, for example, the plurality of first sprockets includes two first sprockets.

[0092] At least one of the plurality of rotating bodies 60 includes at least two shift-promoting regions 62 in the circumferential direction. For example, at least two shift-promoting regions 62 are respectively provided in at least one of each of the plurality of first rotating bodies 34 and each of the plurality of second rotating bodies 36. The at least two shift-promoting regions 62 are regions for promoting the derailleur 58A to move the transmission body 38 from one of the plurality of rotating bodies 60 to an adjacent one of the plurality of rotating bodies 60.

[0093] When at least two shift-promoting regions 62 are respectively provided in each of the plurality of second rotating bodies 36, for example, in the at least two shift-promoting regions 62, all of the plurality of second rotating bodies 36 may be different from each other, or at least two may be the same. At least one of the plurality of second rotating bodies 36 may not include at least two shift-promoting regions 62. For example, the smallest second sprocket among the plurality of second sprockets does not include at least two shift-promoting regions 62, while the other second sprockets do include at least two shift-promoting regions 62.

[0094] In cases where at least two shift-promoting regions 62 are respectively provided in each of the plurality of second rotating bodies 36, for example, the at least two shift-promoting regions 62 include a first shift-promoting region 62A and a second shift-promoting region 62B. For example, the first shift-promoting region 62A promotes the movement of the chain from one of the plurality of second sprockets to another of the plurality of second sprockets. For example, the first shift-promoting region 62A promotes the upshifting of gears. For example, the first shift-promoting region 62A promotes the movement of the chain from a second sprocket with more teeth to a second sprocket with fewer teeth. For example, the first shift-promoting region 62A promotes upshifting operations.

[0095] For example, the second shifting actuation region 62B actuates the chain from one of the plurality of second sprockets to another of the plurality of second sprockets. For example, the second shifting actuation region 62B actuates downshifting. For example, the second shifting actuation region 62B actuates the chain from a second sprocket with fewer teeth to a second sprocket with more teeth. For example, the second shifting actuation region 62B actuates downshifting operation.

[0096] When at least two shift-promoting regions 62 are respectively provided in each of the plurality of first rotating bodies 34, for example, in all the plurality of first rotating bodies 34, the at least two shift-promoting regions 62 may be different from each other, or at least two may be the same. At least one of the plurality of first rotating bodies 34 may not include at least two shift-promoting regions 62. For example, the smallest first sprocket among the plurality of first sprockets does not include at least two shift-promoting regions 62, while the other first sprockets include at least two shift-promoting regions 62.

[0097] In cases where at least two shift-promoting regions 62 are respectively provided in each of the plurality of first rotating bodies 34, for example, the at least two shift-promoting regions 62 include a third shift-promoting region and a fourth shift-promoting region. For example, the third shift-promoting region promotes the movement of the chain from one of the plurality of first sprockets to another of the plurality of first sprockets. For example, the third shift-promoting region promotes shifting to a higher gear. For example, the third shift-promoting region promotes the movement of the chain from a first sprocket with fewer teeth to a first sprocket with more teeth. For example, the third shift-promoting region promotes upshifting.

[0098] For example, the fourth shifting actuation zone facilitates the movement of the chain from one of the plurality of first sprockets to another of the plurality of first sprockets. For example, the fourth shifting actuation zone facilitates downshifting. For example, the fourth shifting actuation zone facilitates the movement of the chain from a sprocket with more teeth to a sprocket with fewer teeth. For example, the fourth shifting actuation zone facilitates downshifting.

[0099] Figure 4 One of a plurality of second rotating bodies 36 is shown. Figure 4 In one of the plurality of second rotating bodies 36 shown, for example, four first shift-promoting regions 62A and four second shift-promoting regions 62B are provided. For example, each of the four first shift-promoting regions 62A and each of the four second shift-promoting regions 62B are alternately arranged in the circumferential direction of one of the plurality of second rotating bodies 36.

[0100] For example, the human-powered vehicle 10 also includes an operating unit 64 configured to operate the transmission 58. For example, the operating unit 64 is located on the handlebars 28. The operating unit 64 can be connected to the transmission 58 via a Bowden cable or similar means, and can be communicatively electrically connected to the transmission 58. When the operating unit 64 is communicatively electrically connected to the transmission 58, the transmission 58 can include, for example, an electric actuator.

[0101] The human-powered vehicle 10 may also include a display unit 66. For example, the display unit 66 may include a monitor. The display unit 66 may include a speedometer. For example, the monitor may include a liquid crystal display (LCD). The monitor may include a segmented display or an organic EL display. The display unit 66 may include a light-emitting component such as an LED (Light-Emitting Diode).

[0102] The control unit 82 is configured to control the display unit 66 to display display information. For example, the display unit 66 displays the display information on a monitor. For example, the display unit 66 is configured to communicate with the control unit 82 via wired or wireless means. For example, the display information includes at least one of graphs, numerical values, gauges, text, and light.

[0103] The display unit 66 may include a speaker instead of a display, or may include a speaker in addition to a display. The speaker displays information by means of, for example, sound. When the display unit 66 includes a speaker, the displayed information includes, for example, speech, melody, and buzzing sounds.

[0104] The human-powered vehicle 10 may also include at least one IoT (Internet of Things) device 68. For example, at least one IoT device 68 is connected to the Internet. For example, at least one IoT device 68 may include multiple IoT devices 68. In the case where at least one IoT device 68 includes multiple IoT devices 68, the multiple IoT devices 68 are configured to communicate with each other via the Internet. For example, at least one IoT device 68 includes various electrical components disposed in the human-powered vehicle 10. For example, electrical components include at least one of a battery 40, a transmission unit 48, a gearbox 44, a display unit 66, a light 70, an electrically adjustable seat post, an electric suspension, an electric brake, and a speedometer.

[0105] The human-powered vehicle 10 may also include a lamp 70. For example, the lamp 70 may include a headlight. For example, the headlight may be mounted on the front fork 26. For example, the lamp 70 may include a taillight instead of a headlight, or may include a taillight in addition to including a headlight. For example, the taillight may be mounted on the rear upper fork of the human-powered vehicle 10. For example, the lamp 70 may be powered by a battery 40, or it may be powered by a battery different from the battery 40.

[0106] For example, the manually driven vehicle 10 also includes a speed detection unit 72. For example, the speed detection unit 72 is communicatively connected to the control unit 82 via wired or wireless means. For example, the speed detection unit 72 is configured to detect information related to the speed of the manually driven vehicle 10. For example, the speed detection unit 72 is configured to detect information related to the rotational speed of the wheels 12. For example, the speed detection unit 72 detects magnets provided on at least one of the front wheels 12F and the rear wheels 12R.

[0107] For example, the vehicle speed detection unit 72 is configured to output a predetermined number of detection signals during one revolution of the wheel 12. For example, the predetermined number of times is 1. For example, the vehicle speed detection unit 72 outputs a signal corresponding to the rotational speed of the wheel 12. The control unit 82 can calculate the speed of the manually driven vehicle 10 based on the signal corresponding to the rotational speed of the wheel 12 and information related to the circumference of the wheel 12. For example, the storage unit 84 stores information related to the circumference of the wheel 12.

[0108] For example, the human-powered vehicle 10 also includes a crank rotation status detection unit 74. For example, the crank rotation status detection unit 74 is communicatively connected to the control unit 82 via wired or wireless means. For example, the crank rotation status detection unit 74 detects the amount of rotation of at least one of the crankshaft 20 and at least one first rotating body 34.

[0109] For example, the crank rotation state detection unit 74 is configured to detect information corresponding to at least one of the rotational speed of the crankshaft 20 and the rotational speed of at least one first rotating body 34. For example, the information corresponding to the rotational speed of the crankshaft 20 includes the angular acceleration of the crankshaft 20. For example, the information corresponding to the rotational speed of at least one first rotating body 34 includes the angular acceleration of at least one first rotating body 34.

[0110] For example, the crank rotation state detection unit 74 is configured to output a signal corresponding to at least one of the rotational speed of the crankshaft 20 and the rotational speed of at least one first rotating body 34. For example, the crank rotation state detection unit 74 is configured to output a detection signal corresponding to the rotational angle of at least one of the crankshaft 20 and at least one first rotating body 34 during one revolution of the crankshaft 20 and at least one first rotating body 34.

[0111] For example, the crank rotation state detection unit 74 includes a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. For example, the crank rotation state detection unit 74 includes a ring-shaped magnet with multiple magnetic poles arranged circumferentially. For example, the ring-shaped magnet is disposed between the crankshaft 20, at least one first rotating body 34, or the power transmission path from the crankshaft 20 to at least one first rotating body 34. For example, the ring-shaped magnet includes one S pole and one N pole. The S pole and the N pole extend continuously by 180 degrees around the rotation center axis C1 of the crankshaft 20. The crank rotation state detection unit 74 may include an optical sensor, an accelerometer, a gyroscope sensor, or a torque sensor, etc., instead of a magnetic sensor.

[0112] For example, the crank rotation state detection unit 74 is provided on the frame 16. When the crank rotation state detection unit 74 is provided on the frame 16, it can be configured to include a vehicle speed sensor. When the crank rotation state detection unit 74 includes a vehicle speed sensor, the control unit 82 can be configured to calculate the rotational speed of the crankshaft 20 based on the vehicle speed detected by the vehicle speed sensor and the gear ratio. The crank rotation state detection unit 74 can be provided on the transmission unit 48.

[0113] The crank rotation state detection unit 74 can be configured to detect the rotational amount of at least one second rotating body 36. The crank rotation state detection unit 74 can be configured to detect information corresponding to the rotational speed of the at least one second rotating body 36. For example, the information corresponding to the rotational speed of the at least one second rotating body 36 includes the angular acceleration of the at least one second rotating body 36. The crank rotation state detection unit 74 can be configured to output a signal corresponding to the rotational speed of the at least one second rotating body 36.

[0114] For example, the human-powered vehicle 10 may also include a human-powered driving force detection unit 76. For example, the human-powered driving force detection unit 76 may be communicatively connected to the control unit 82 via wired or wireless means. For example, the human-powered driving force detection unit 76 may be configured to output a signal corresponding to the torque applied to the crankshaft 20 by human-powered driving force. The signal corresponding to the torque applied to the crankshaft 20 by human-powered driving force contains information related to the human-powered driving force input to the human-powered vehicle 10.

[0115] For example, the human-powered drive force detection unit 76 is provided in a component included in the human-powered drive force transmission path, or in a component included near a component included in the human-powered drive force transmission path. For example, the component included in the human-powered drive force transmission path includes the crankshaft 20 and a component that transmits the human-powered drive force between the crankshaft 20 and at least one first rotating body 34. For example, the human-powered drive force detection unit 76 is provided in a power transmission section configured to transmit the human-powered drive force from the crankshaft 20 to the output section 50. For example, the power transmission section is provided on the outer periphery of the crankshaft 20.

[0116] The human-powered force detection unit 76 includes a strain sensor, a magnetostrictive sensor, or a pressure sensor, etc. The strain sensor includes a strain gauge. The human-powered force detection unit 76 can have any structure as long as it can acquire information related to human-powered force.

[0117] For example, the manual drive force detection unit 76 may be located in at least one of crank arms 22A and 22B, or pedals 24A and 24B. When the manual drive force detection unit 76 is located in at least one of pedals 24A and 24B, it may include a sensor for detecting the pressure applied to at least one of pedals 24A and 24B. The manual drive force detection unit 76 may also be located in the chain included in the transmission body 38. When the manual drive force detection unit 76 is located in the chain, it may include a sensor for detecting the chain tension.

[0118] For example, the human-powered vehicle 10 also includes a motor load detection unit 78, which is configured to detect the load of the motor 42. For example, the motor load detection unit 78 is communicatively connected to the control unit 82 via wired or wireless means. For example, the motor load detection unit 78 is configured to detect the load of the motor 42. For example, the motor load detection unit 78 includes a current sensor for detecting the current flowing through the motor 42 and a rotation sensor for detecting the rotational speed of the motor 42. Regarding the load of the motor 42, since it can be detected based on the current flowing through the motor 42 and the rotational speed of the motor 42 using known techniques, a detailed description is omitted. The motor load detection unit 78 can be included in the motor 42.

[0119] The control device 80 for a manually operated vehicle includes a control unit 82. For example, the control device 80 may be located in the vehicle body 14 or in the transmission unit 48. For example, the control unit 82 includes a calculation processing device that executes a predetermined control program. For example, the calculation processing device included in the control unit 82 may be a CPU (Central Processing Unit) or an MPU (Micro Processing Unit).

[0120] The calculation processing unit included in the control unit 82 can be located in multiple, mutually separate locations. One part of the calculation processing unit can be located in the manually driven vehicle 10, and another part can be located in a server connected to the Internet. When the calculation processing unit is located in multiple, mutually separate locations, the various parts of the calculation processing unit can be communicatively connected to each other via a wireless communication device. The control unit 82 may include one or more microcomputers.

[0121] For example, the control device 80 also includes a storage unit 84. For example, the storage unit 84 is communicatively connected to the control unit 82 via a wired or wireless connection. For example, the storage unit 84 stores a control program and information for control processing. For example, the storage unit 84 includes non-volatile memory and volatile memory. For example, the non-volatile memory includes at least one of ROM (Read-Only Memory), EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory), and flash memory. For example, the volatile memory includes RAM (Random Access Memory).

[0122] The control device 80 may also include a drive circuit for the motor 42. For example, the control unit 82 and the drive circuit are housed in the housing 46. The control unit 82 and the drive circuit may be housed on the same circuit board. For example, the drive circuit may be communicatively connected to the control unit 82 via wired or wireless means. For example, the drive circuit drives the motor 42 in response to a control signal from the control unit 82.

[0123] For example, the drive circuit is electrically connected to the motor 42. For example, the drive circuit controls the power supply from the battery 40 to the motor 42. For example, the drive circuit includes an inverter circuit. For example, the inverter circuit includes multiple transistors. For example, the inverter circuit has a structure consisting of multiple inverter sections, including a pair of transistors connected in series, connected in parallel. The inverter circuit may have a current sensor for detecting the current flowing into the inverter circuit. For example, the current sensor is communicatively connected to the control unit 82 via wired or wireless means.

[0124] The control unit 82 is configured to control the motor 42. For example, the control unit 82 is configured to control the motor 42 according to the state of the manually driven vehicle 10. For example, the control unit 82 is configured to control the motor 42 according to the human driving force input to the manually driven vehicle 10, thereby changing the output of the motor 42. For example, the control unit 82 is configured to control the motor 42 according to the human driving force input to the manually driven vehicle 10, thereby changing the propulsion force. For example, the control unit 82 is configured to control the motor 42 according to the human driving force detected by the human driving force detection unit 76.

[0125] For example, the control unit 82 is configured to control the motor 42 based on at least one of the rotational speed of the crankshaft 20 detected by the crank rotational state detection unit 74 and the rotational speed of at least one first rotating body 34. For example, the control unit 82 is configured to control the motor 42 based on the vehicle speed of the manually driven vehicle 10 detected by the vehicle speed detection unit 72.

[0126] The control unit 82 can be configured to drive the motor 42 with propulsion force based on at least one of the human-powered driving force or the rotational speed of the crankshaft 20 when the speed of the manually driven vehicle 10 is lower than the first speed. For example, the first speed is a speed stipulated by law in various countries. For example, the first speed is 24 km / h, 25 km / h, 30 km / h, 32 km / h, or 45 km / h.

[0127] For example, the control unit 82 is configured to control the motor 42 so that the auxiliary level of the motor 42 reaches a predetermined auxiliary level. For example, the auxiliary level includes at least one of the following: the ratio of the output of the motor 42 to the human driving force input to the human-powered vehicle 10, the maximum value of the output of the motor 42, and the suppression level of output fluctuation of the motor 42 when the output of the motor 42 decreases.

[0128] For example, the control unit 82 is configured to control the motor 42 so that the ratio of the auxiliary force to the human driving force reaches a predetermined ratio. For example, the human driving force corresponds to the propulsion force of the human-powered vehicle 10 generated by the user rotating the crankshaft 20. For example, the human driving force corresponds to the driving force input to at least one first rotating body 34 due to the user rotating the crankshaft 20. For example, the control unit 82 is configured to be able to select an auxiliary mode and an auxiliary stop mode.

[0129] For example, the auxiliary force includes a driving force input to at least one first rotating body 34 in response to the output of the motor 42. For example, the auxiliary force corresponds to the propulsion force of the manually driven vehicle 10 generated by the rotation of the motor 42. In the case where the transmission unit 48 includes a reducer 52, for example, the auxiliary force corresponds to the output of the reducer 52.

[0130] The predetermined ratio is not fixed, but can vary according to at least one of the following: human driving force, rotational speed of crankshaft 20, rotational speed of at least one first rotating body 34, and vehicle speed.

[0131] For example, the human-powered driving force corresponds to the propulsive force of the human-powered vehicle 10 generated by the user rotating the crankshaft 20. For example, the human-powered driving force corresponds to the driving force input to at least one first rotating body 34 by the user rotating the crankshaft 20. For example, the human-powered driving force is represented by at least one of torque and power. When the human-powered driving force is represented by torque, for example, the human-powered driving force is denoted as human-powered torque. For example, the power of the human-powered driving force is the product of the torque applied to the crankshaft 20 and the rotational speed of the crankshaft 20.

[0132] For example, the auxiliary force can be represented by at least one of torque and power. When the auxiliary force is represented by torque, for example, it is denoted as auxiliary torque. When the auxiliary force is represented by power, for example, it is denoted as auxiliary power. For example, the auxiliary power is the product of the output torque of the reducer 52 and the rotational speed of the output shaft of the reducer 52. The ratio of the auxiliary force to the human driving force can be the ratio of the auxiliary torque to the human torque, or it can be the ratio of the auxiliary power to the human power.

[0133] For example, the control unit 82 is configured to control the motor 42 so that the auxiliary force is less than or equal to the maximum auxiliary force. For example, the control unit 82 is configured to control the motor 42 so that the auxiliary torque is less than or equal to the maximum auxiliary torque. For example, the maximum auxiliary torque is a value in the range of 20 Nm or more and 200 Nm or less. For example, the maximum auxiliary torque is determined by at least one of the output characteristics of the motor 42 and the control mode. The control unit 82 may be configured to control the motor 42 so that the auxiliary power is less than or equal to the maximum auxiliary power.

[0134] For example, the control unit 82 is configured to control the motor 42 so that the response speed of the auxiliary torque to the human driving force reaches a predetermined value. For example, the control unit 82 is configured to control the motor 42 so that the response speed when the human driving force decreases is slower than the response speed when the human driving force increases. For example, when the human driving force decreases, the control unit 82 delays the response speed through filtering. For example, the filtering includes a time constant.

[0135] For example, the control unit 82 is configured to control the derailleur 58A when shifting conditions are met. For example, shifting conditions are related to at least one of the driving state of the manually driven vehicle 10, the driving environment of the manually driven vehicle 10, and the operating state of the operation unit 64. For example, the driving environment of the manually driven vehicle 10 includes at least one of the road slope and road resistance. For example, the driving state of the manually driven vehicle 10 includes at least one of the vehicle speed, the rotational speed of the crankshaft 20, the manual driving force, and the tilt angle of the manually driven vehicle 10.

[0136] The shifting conditions are, for example, shifting conditions related to automatic transmission, and are satisfied under at least one of the following conditions: the driving state of the manually driven vehicle 10 reaches a predetermined state, and the driving environment of the manually driven vehicle 10 reaches a predetermined state. For example, the driving environment of the manually driven vehicle 10 includes at least one of road slope and road resistance. For example, the driving state of the manually driven vehicle 10 includes at least one of vehicle speed, crankshaft 20 rotational speed, manual driving force, and tilt angle of the manually driven vehicle 10. The shifting conditions can be satisfied when the control unit 82 receives a shifting command from the operation unit 64. For example, the shifting command includes at least one of a shifting command related to upshifting and a shifting command related to downshifting.

[0137] For example, the control unit 82 is configured to perform a predetermined gear shifting operation when both the shifting condition and a first condition related to pedaling are met: controlling the motor 42 to drive the transmission 38 and controlling the derailleur 58A to change the gear ratio by operating the transmission 38. For example, the first condition is met in at least one of the following situations: the manual driving force is less than or equal to a first driving force; the rotational speed of the crankshaft 20 is less than or equal to a first rotational speed; and the crankshaft 20 is oscillating. The oscillating state of the crankshaft 20 includes situations where the crankshaft 20 has not completely stopped and the rotational angle of the crankshaft 20 remains within a predetermined angle range. For example, the predetermined angle range is more than 1 degree and less than 20 degrees. In the predetermined gear shifting operation, for example, the control unit 82 is configured to drive the motor 42 without imparting propulsion force to the manual-driven vehicle 10.

[0138] For example, during a predetermined gear shifting operation, if the control unit 82 changes gears several times, it controls the derailleur 44 to actuate the derailleur 58A to change only one gear ratio, and then, after a third time interval, actuates the derailleur 58A again to change only one gear ratio. For example, the control unit 82 can continuously drive the motor 42 during the predetermined gear shifting operation, or it can intermittently drive the motor 42 in conjunction with the operation of the derailleur 58A. For example, the third time interval is greater than 0 seconds and less than 2 seconds. For example, the third time interval is 1 second.

[0139] For example, the control unit 82 can set a third time for each gear. For example, the control unit 82 can increase the third time as the gear ratio increases. For example, the control unit 82 can decrease the third time as the gear ratio decreases. The control unit 82 can change the third time according to the speed of the manually driven vehicle 10. For example, the control unit 82 can change the third time by shortening it as the speed of the manually driven vehicle 10 increases. For example, the third time in upshifting operation can be different from the third time in downshifting operation. For example, the third time in upshifting operation can be shorter than the third time in downshifting operation. For example, the third time in upshifting operation can also be longer than the third time in downshifting operation.

[0140] When pedaling, if the gear shift is continuously changed via the gearbox 44, for example, regardless of whether the motor 42 provides propulsion to the manually driven vehicle 10, the control unit 82 controls the motor 42 and the gearbox 44 in such a way that after the change to the initial gear has been completed and a third time has elapsed, the change to the next gear is performed.

[0141] When shifting gears continuously via the gearbox 44 during pedaling, the control unit 82 can control the gearbox 44 based on whether the motor 42 provides propulsion to the manually driven vehicle 10, so that after shifting to the initial gear, the gearbox 44 only stops for a third time. For example, the control unit 82 can control the gearbox 44 so that the third time when shifting gears continuously via the gearbox 44 during pedaling and the motor 42 provides propulsion to the manually driven vehicle 10 is longer than the third time when shifting gears continuously via the gearbox 44 during pedaling and the motor 42 does not provide propulsion to the manually driven vehicle 10. For example, the situation where the motor 42 does not provide propulsion to the manually driven vehicle 10 includes situations where the control mode of the control unit 82 is in auxiliary stop mode or when the vehicle speed is greater than the first vehicle speed.

[0142] The control unit 82 can be configured to change the automatic shifting setting (whether automatic shifting is allowed or prohibited) between allowed and prohibited when shifting conditions related to automatic shifting are met. The control unit 82 can be configured to set a first allowed setting and a second allowed setting when automatic shifting is allowed. The first allowed setting determines whether shifting is allowed or prohibited when a first condition related to pedaling is not met, but shifting conditions related to automatic shifting are met. The second allowed setting determines whether shifting is allowed or not prohibited when both the first condition related to pedaling and shifting conditions related to automatic shifting are met. When shifting is allowed in the second allowed setting, a predetermined shifting operation can be performed. For example, the user can use an external device that can communicate with the operation unit 64 and the control device 80 to change the automatic shifting setting, the first allowed setting, and the second allowed setting. For example, the control unit 82 can be configured so that when automatic shifting is allowed, neither the first nor the second allowed setting can be prohibited.

[0143] In an upshift operation (changing gears from one to another to increase the gear ratio), the control unit 82 lowers the upper limit N of the motor 42's output. In a downshift operation (changing gears from one to another to decrease the gear ratio), the control unit 82 lowers the upper limit N. For example, when the motor 42 provides propulsion to the manually driven vehicle 10, the control unit 82 lowers the upper limit N of the motor 42's output during an upshift operation. Similarly, when the motor 42 provides propulsion to the manually driven vehicle 10, the control unit 82 lowers the upper limit N of the motor 42's output during a downshift operation.

[0144] For example, when the motor 42 provides propulsion to the manually driven vehicle 10, and when changing from one of the multiple gears to another to change the gear ratio, the control unit 82 controls the motor 42 in a way that the motor 42 does not output a torque greater than the upper limit value N by reducing the upper limit value N of the output of the motor 42.

[0145] The control unit 82 is configured to control the motor 42 such that the upper limit value N in an upshift operation between two predetermined gears with a gear ratio difference of one level is different from the upper limit value N in a downshift operation between two predetermined gears. The two predetermined gears with a gear ratio difference of one level may include all or part of a combination of two predetermined gears with a gear ratio difference of one level. The control unit 82 is configured to control the motor 42 such that the upper limit value N in an upshift operation between two predetermined gears is lower than the upper limit value N in a downshift operation between two predetermined gears.

[0146] Table 1 shows an example illustrating the relationship between gear shifting, the upper limit value N during downshifting, and the upper limit value N during upshifting. In Table 1, the number of gear shifting options is 11. In Table 1, when downshifting from eleventh gear to tenth gear, from tenth gear to ninth gear, from ninth gear to eighth gear, or from eighth gear to seventh gear, the control unit 82 sets the upper limit value N to upper limit value N1. When downshifting from seventh gear to sixth gear, from sixth gear to fifth gear, from fifth gear to fourth gear, from fourth gear to third gear, from third gear to second gear, or from second gear to first gear, the control unit 82 sets the upper limit value N to upper limit value N2. For example, upper limit value N2 is substantially equal to the normal upper limit value NA. For example, the normal upper limit value NA is an upper limit value N that provides appropriate propulsion to the manually driven vehicle 10 via the motor 42. For example, upper limit value N1 is smaller than upper limit value N2. For example, the normal upper limit value NA can be changed depending on the auxiliary mode.

[0147] When shifting from tenth to eleventh gear, from ninth to tenth gear, or from eighth to ninth gear, the control unit 82 sets the upper limit value N to upper limit value N3. When shifting from seventh to eighth gear, from sixth to seventh gear, from fifth to sixth gear, or from fourth to fifth gear, the control unit 82 sets the upper limit value N to upper limit value N4. When shifting from third to fourth gear, from second to third gear, or from first to second gear, the control unit 82 sets the upper limit value N to upper limit value N2. For example, the upper limit value N3 is lower than the upper limit value N4. For example, the upper limit value N4 is smaller than the upper limit value N2. As long as the upper limit values ​​N1, N3, and N4 are smaller than the upper limit value N2, they can be the same or different. For example, the upper limit value NA is a value corresponding to an assist force in the range of 70 Nm to 120 Nm. For example, the upper limit values ​​N1, N2, and N3 are values ​​corresponding to auxiliary forces in the range of 30 Nm to less than 70 Nm.

[0148] In Table 1, for example, when the predetermined two gears include the fourth and fifth gears, the control unit 82 sets the upper limit N of the upshift operation to be lower than the upper limit N of the downshift operation. For example, when the predetermined two gears include the fifth and sixth gears, the control unit 82 sets the upper limit N of the upshift operation to be lower than the upper limit N of the downshift operation. For example, when the predetermined two gears include the sixth and seventh gears, the control unit 82 sets the upper limit N of the upshift operation to be lower than the upper limit N of the downshift operation.

[0149] (Table 1)

[0150]

[0151] In a first group including at least two gears from a plurality of gears, when changing gears from one to another to increase the gear ratio, the control unit 82 may lower the upper limit N of the motor 42's output. For example, in a plurality of gears not included in the first group, when changing gears to increase the gear ratio, the control unit 82 may not lower the upper limit N. Changing gears from one to another to increase the gear ratio includes, for example, upshifting.

[0152] In a second group of gears including at least two of the multiple gears, when changing gears from one to another to reduce the gear ratio, the control unit 82 can lower the upper limit N of the motor 42's output. For example, in a group of gears not included in the second group, when changing gears to reduce the gear ratio, the control unit 82 does not lower the upper limit N. Changing gears from one to another to reduce the gear ratio includes, for example, downshifting.

[0153] In the first and second groups, for example, at least one of the at least two gears included in each group, and at least one of the number of the at least two gears included in each group, are different. For example, the first group has more gears than the second group. The first group may also have fewer gears than the second group. The first and second groups may each include the same number of gears, and at least one gear included in the first group may not be included in the second group.

[0154] In Table 1, for example, the first group includes gears 4 through 11. In Table 1, for example, the second group includes gears 7 through 11.

[0155] The control unit 82 can be configured to control the motor 42 so that, when the upper limit value N is changed, the upper limit value N decreases as the human driving force applied to the human-powered vehicle 10 increases. For example, the control unit 82 can be configured to control the motor 42 so that, when the upper limit value N is changed, the upper limit value N decreases as the human driving torque increases. For example, the control unit 82 can also be configured to control the motor 42 so that, when the upper limit value N is changed, the upper limit values ​​N1, N3, and N4 decrease as the human driving force applied to the human-powered vehicle 10 increases.

[0156] The control unit 82 can be configured to control the motor 42 by gradually reducing its output over a first time interval when the output of the motor 42 is reduced by changing the upper limit value N. When the output of the motor 42 is reduced by changing the upper limit value N, the control unit 82 can reduce the output of the motor 42 to the upper limit value N in stages every four time intervals. Alternatively, the control unit 82 can continuously reduce the output of the motor 42 to the upper limit value N. For example, the first time interval is a first time period. For example, the first time period is 0.05 seconds or more and 0.3 seconds or less.

[0157] For example, the control unit 82 is configured such that when the output of the motor 42 is reduced by lowering the upper limit value N, if a predetermined period has elapsed since the output of the motor 42 was reduced, the control unit 82 controls the motor 42 to increase the upper limit value N. Alternatively, the control unit 82 may be configured such that when the output of the motor 42 is reduced by lowering the upper limit value N, if a gear shift is completed, the control unit controls the motor 42 to increase the upper limit value N.

[0158] The control unit 82 can be configured such that, when the output of the motor 42 is reduced by lowering the upper limit value N, if a predetermined period has elapsed since the output of the motor 42 was reduced, the control unit 82 controls the motor 42 to increase the upper limit value N back to the upper limit value N just before it was to be reduced. For example, the predetermined period includes the period until the rotation of the wheels 12 of the manually driven vehicle 10 reaches a predetermined rotation amount. For example, the predetermined rotation amount is 30 degrees or more and less than 460 degrees. The predetermined rotation amount can be set based on the period from the start of gear shifting by the transmission 44 until completion.

[0159] The predetermined period can be determined based on the length of the portion of one adjacent rotating body 60 engaging with the transmission body 38, and the interval T between one of the at least two shift-promoting regions 62 and the adjacent shift-promoting region 38. The predetermined period can also be determined based on at least one of the vehicle speed and the rotational speed of the crankshaft 20. For example, the storage unit 84 stores a table relating to the interval T for each shift gear and the length of the portion of the rotating body 60 engaging with the transmission body 38 for each shift gear. The predetermined period can be determined to shorten as at least one of the vehicle speed and the rotational speed of the crankshaft 20 increases.

[0160] The length of the portion of the rotating body 60 of each gear engaging with the transmission body 38 includes the length of the portion of the sprocket and chain corresponding to the gear during normal operation. For example, the interval T includes the following interval: in the circumferential direction of the sprocket, the distance between the farthest ends of adjacent first gear actuation regions 62A and second gear actuation regions 62B. For example, the interval T includes the following interval: in the circumferential direction of the sprocket, the distance from the first tooth T1 of the sprocket in adjacent first gear actuation regions 62A and second gear actuation regions 62B that is farthest from the second gear actuation region 62B to the second tooth T2 of the sprocket in adjacent first gear actuation regions 62B that is farthest from the first gear actuation region 62A.

[0161] For example, the control unit 82 is configured to gradually increase the output of the motor 42 over a second period when both the upper limit value N and the output of the motor 42 are increased. When both the upper limit value N and the output of the motor 42 are increased, the control unit 82 can increase the output of the motor 42 in stages every five time intervals until it reaches the upper limit value N just before it is about to decrease. When both the upper limit value N and the output of the motor 42 are increased, the control unit 82 can continuously increase the output of the motor 42 until it reaches the upper limit value N just before it is about to decrease. For example, the second period is a second time interval. For example, the second time interval is more than 0.05 seconds and less than 0.2 seconds. For example, the second period is shorter than the first period.

[0162] The control unit 82 can be configured to control the transmission 44 to initiate its operation based on the peak time of the human-powered driving force applied to the human-powered vehicle 10. The control unit 82 can also be configured to control the transmission 44 to initiate its operation based on the peak time and the interval T between one of the at least two shift-promotion regions 62 and the adjacent shift-promotion region 62, and to control the motor 42 based on the peak time and the interval T to reduce the upper limit value N. For example, the control unit 82 can be configured to control the motor 42 and the transmission 44 based on the peak time, the interval T, and the length of the portion where the rotating body 60 engages with the transmission body 38. In the case of only one shift-promotion region 62, for example, the interval T corresponds to 360 degrees.

[0163] For example, the manual driving force is minimized when one of crank arms 22A and 22B is at the position corresponding to top dead center and the other is at the position corresponding to bottom dead center. The manual driving force is maximized when crank arms 22A and 22B are at the peak point between top dead center and bottom dead center. The peak time of the manual driving force is, for example, the time it takes for one of crank arms 22A and 22B to rotate from the position corresponding to top dead center to the position corresponding to bottom dead center. Alternatively, the peak time can also be the time it takes for one of crank arms 22A and 22B to rotate from the position corresponding to bottom dead center to the position corresponding to top dead center.

[0164] For example, the control unit 82 is configured to control the transmission 44 to start operating if the manual driving force becomes below a predetermined ratio corresponding to the peak manual driving force. The predetermined ratio is in the range of 10% or more and 90% or less. The predetermined ratio is preferably in the range of 60% or more and 80% or less.

[0165] For example, the control unit 82 calculates the completion period from the adjacent gear to the completion of the gear change when shifting gears. For example, the information stored in the storage unit 84 includes tables for each gear and the corresponding completion period. For example, the completion period is set based on the gear interval T and the amount of chain winding relative to the sprocket in the changed gear. In the absence of a shift-promoting area 62, for example, the completion period is set based on a predetermined rotation angle and the amount of chain winding relative to the sprocket in the changed gear. The predetermined rotation angle can be a fixed value or vary depending on the size of the sprocket. The amount of chain winding includes the length of the portion where the sprocket engages with the transmission body 38. For example, if the sprocket rotates by a rotation angle corresponding to the interval T and the amount of chain winding, the control unit 82 determines that the gear change is complete.

[0166] The transmission 44 may also include a shift status detection unit for detecting information related to gear shifting. The control unit 82 can determine whether the gear shifting is complete using the shift status detection unit. For example, the shift status detection unit includes a sensor that outputs a signal in response to the action of the electric actuator. For example, the control unit 82 determines whether the gear shifting is complete based on the output of the sensor that outputs a signal in response to the action of the electric actuator. The control unit 82 can determine whether the gear ratio change is complete based on the rotational speed of the crankshaft 20 and the rotational speed of the wheel 12.

[0167] Reference Figure 5 and Figure 6The processing of the motor 42 by the control unit 82 will be explained. For example, if power is supplied to the control unit 82, the control unit 82 begins processing and enters... Figure 5 Step S11 of the flowchart shown. For example, if Figure 5 and Figure 6 Once the flowchart ends, the control unit 82 will repeat the process starting from step S11 after a predetermined cycle until the power supply stops.

[0168] In step S11, the control unit 82 determines whether the crankshaft 20 is rotating. If the crankshaft 20 is rotating, the control unit 82 proceeds to step S12. If the crankshaft 20 is not rotating, the control unit 82 terminates the process. In step S12, the control unit 82 determines whether the motor 42 provides propulsion to the manually driven vehicle 10. If the motor 42 provides propulsion to the manually driven vehicle 10, the control unit 82 proceeds to step S13. If the motor 42 does not provide propulsion to the manually driven vehicle 10, the control unit 82 terminates the process.

[0169] In step S13, the control unit 82 determines whether the upshift conditions are met. For example, the upshift conditions are met if at least one of the following conditions is met: the vehicle speed is above a first vehicle speed; the crankshaft 20 rotation speed is above a first rotation speed; or the manual drive force is above a first manual drive force. The upshift conditions are also met if the control unit 82 receives a gear shift command related to the upshift operation from the operation unit 64. If the upshift conditions are met, the control unit 82 proceeds to step S14.

[0170] In step S14, the control unit 82 determines whether the current gear is included in the first group. The first group includes at least two gears from a plurality of gears. In step S14, the control unit 82 may determine whether the current gear is a predetermined gear instead of determining whether the current gear is included in the first group. If the current gear is included in the first group, the control unit 82 proceeds to step S15. If the current gear is not included in the first group, the control unit 82 proceeds to step S16. In step S16, the control unit 82 controls the transmission 44 to increase the gear ratio, and then ends the process.

[0171] In step S15, the control unit 82 determines whether the time for operating the transmission 44 has been reached. The time for operating the transmission 44 is determined, for example, based on the peak time, the interval T, and the length of the portion where the rotating body 60 engages with the transmission body 38 in the shifted gear. If the time for operating the transmission 44 has not been reached, the control unit 82 repeats step S15 until the time for operating the transmission 44 is reached. If the time for operating the transmission 44 has been reached, the control unit 82 proceeds to step S17.

[0172] In step S17, the control unit 82 controls the transmission 44 to increase the gear ratio, and then proceeds to step S18. In step S18, the control unit 82 controls the motor 42 to decrease the upper limit value N based on first information related to the upshift operation, and then proceeds to step S19. For example, the first information related to the upshift operation includes a table such as Table 1. The storage unit 84 stores the first information related to the upshift operation. In step S18, the control unit 82 controls the motor 42 to gradually decrease the upper limit value N. The control unit 82 may perform the processing of step S18 before step S17, or it may perform the processing of step S18 simultaneously with step S17.

[0173] In step S19, the control unit 82 determines whether a predetermined period has elapsed since the output of the automatic motor 42 decreased. If the predetermined period has elapsed since the output of the automatic motor 42 decreased, the control unit 82 proceeds to step S20. If the predetermined period has not elapsed since the output of the automatic motor 42 decreased, the control unit 82 repeats the process of step S19 until the output of the automatic motor 42 has elapsed for the predetermined period. In step S20, the control unit 82 controls the motor 42 to increase the upper limit value N, and then ends the process. In step S20, the control unit 82 controls the motor 42 to gradually increase the upper limit value N. In step S20, the control unit 82 controls the motor 42 to gradually increase the upper limit value N to the upper limit value N just before it is about to decrease.

[0174] In step S13, if the upshift condition is not met, the control unit 82 proceeds to step S21. In step S21, the control unit 82 determines whether the downshift condition is met. For example, the downshift condition is met in at least one of the following situations: the vehicle speed is below a second speed lower than the first vehicle speed; the crankshaft 20 rotational speed is below a second rotational speed lower than the first rotational speed; and the manual drive force is below a second manual drive force lower than the first manual drive force. If the control unit 82 receives a shift command related to the downshift operation from the operation unit 64, the downshift condition can be met. If the downshift condition is met, the control unit 82 proceeds to step S22. If the downshift condition is not met, the control unit 82 terminates the process.

[0175] In step S22, the control unit 82 determines whether the gear after shifting is included in the second group. The second group includes at least two gears from a plurality of gears. In step S22, the control unit 82 may determine whether the gear after shifting is a predetermined gear instead of determining whether the gear after shifting is included in the second group. If the gear after shifting is included in the second group, the control unit 82 proceeds to step S23. If the gear after shifting is not included in the second group, the control unit 82 proceeds to step S24. In step S24, the control unit 82 controls the transmission 44 to reduce the gear ratio, and then ends the process.

[0176] In step S23, the control unit 82 determines whether the time for operating the transmission 44 has been reached. If the time for operating the transmission 44 has not been reached, the control unit 82 repeats step S23 until the time for operating the transmission 44 is reached. If the time for operating the transmission 44 has been reached, the control unit 82 proceeds to step S25.

[0177] In step S25, the control unit 82 controls the transmission 44 to reduce the gear ratio, and then proceeds to step S26. In step S26, the control unit 82 controls the motor 42 to lower the upper limit value N based on second information related to the downshift operation, and then proceeds to step S19. The second information related to the downshift operation includes, for example, a table such as Table 1. The storage unit 84 stores the second information related to the downshift operation. In step S26, the control unit 82 controls the motor 42 to gradually lower the upper limit value N. The control unit 82 can perform the processing of step S26 before step S25, or it can perform the processing of step S26 simultaneously with step S25.

[0178] The order of steps S11 and S12 can be reversed. At least one of steps S11 and S12 can be omitted. Step S19 can be omitted. If step S19 is omitted, the control unit 82 proceeds to step S20 after step S18 or S26. Steps S19 and S20 can be omitted. If steps S19 and S20 are omitted, the control unit 82 terminates the process after step S18 or S26.

[0179] Figure 7 The dashed line L1 represents the human driving force of the rider pedaling at a fixed rhythm; the solid line L2 represents the torque of motor 42 when the gear ratio is changed without reducing the upper limit N; and the dotted line L3 represents the torque of motor 42 when the gear ratio is changed, reducing the upper limit N to the upper limit NX. Figure 7 In this context, torque represents the human driving force. For example, the upper limit value NX corresponds to any one of the upper limit values ​​N1, N3, and N4 in Table 1.

[0180] Time t11 represents the peak time of the human-powered drive force. During the period from time t10 to time t11, the human-powered drive force increases. During this period, as the human-powered drive force increases, the torque of motor 42 also increases. After time t11, the human-powered drive force repeatedly decreases and increases. During the period after time t11, when the human-powered drive force decreases, the control unit 82 slows down the response speed of motor 42 to the human-powered drive force; therefore, as the human-powered drive force decreases, the torque of motor 42 decreases slowly.

[0181] Time t12 represents the moment when the crankshaft 20 rotates from the peak time, and the human driving force detected by the human driving force detection unit 76 reaches more than 70% and less than 80% of the human driving force at the peak time.

[0182] Time t13 represents the moment when the speed change condition is met.

[0183] Time t14 indicates the moment when derailleur 58A begins to operate in order to change gears.

[0184] Time t15 indicates the moment when the control unit 82 begins controlling the motor 42 to lower the upper limit value N. Time t15 is determined based on the length of the portion of the transmission body 38 engaged with the sprocket corresponding to the changed gear. Time t15 is determined, for example, by subtracting the length of the portion of the transmission body 38 engaged with three teeth of the sprocket corresponding to the changed gear from the length of the engaged portion of the transmission body 38. The control unit 82 may begin controlling the motor 42 to lower the upper limit value N at time t14, without waiting for time t15. Alternatively, the control unit 82 may begin controlling the motor 42 to lower the upper limit value N during the period from time t14 to time t15.

[0185] Time t16 indicates the time elapsed since time t15, representing the first period. In the dashed line L3, at time t16, the torque of motor 42 decreases to its upper limit NX.

[0186] Time t17 indicates the moment when the control unit 82 begins to control the motor 42 to increase the upper limit value N. After time t17, the torque of the motor 42 increases as the upper limit value N increases.

[0187] Time t18 indicates the time elapsed since time t17, representing the second period. At time t18, the upper limit value N is the same as the upper limit value N before it is about to decrease. In dashed line L3, at time t18, the torque of motor 42 increases to the torque corresponding to the manual drive force and auxiliary level.

[0188] The period P from time t15 to time t17 is the period from when the upper limit value N begins to decrease to when it begins to increase. The control unit 82 determines time t15 and time t17 to achieve a sufficient period P required to reduce the shift shock caused by gear shifting. For example, the period from time t13 to time t17 is substantially equal to the maximum period required until the gear shift is completed, set for each gear. The period from time t13 to time t17 corresponds to the amount of chain winding relative to the sprocket in the shifted gear plus the interval T. By using a coefficient corresponding to the vehicle speed or the rotational speed of the crankshaft 20, the control unit 82 can calculate time-related information from information related to length or angle.

[0189] The control unit 82 can be configured to control at least one of the motor 42, transmission 44, and lamp 70 based on the remaining power of the battery 40, so as to stop the operation of at least one of the motor 42, transmission 44, and lamp 70. For example, if the remaining power of the battery 40 is below a predetermined level, the control unit 82 controls at least one of the motor 42, transmission 44, and lamp 70 to stop the operation of at least one of the following: the motor 42 imparting propulsion to the manually driven vehicle 10; a predetermined gear shifting operation; the transmission 44 changing the gear ratio; and the lamp 70 illuminating.

[0190] When a predetermined gear shifting operation is stopped, for example, even if the gear shifting conditions and the predetermined first condition are met, the control unit 82 will not activate the transmission 44 or drive the motor 42. When the transmission 44 stops changing the gear ratio, for example, even if the gear shifting conditions are met, the control unit 82 will not activate the transmission 44.

[0191] The control unit 82 is configured to, for example, execute first to fourth processes if the remaining charge of the battery 40 is below a predetermined remaining charge. The control unit 82 is configured to execute first to fourth processes sequentially based on the remaining charge of the battery 40. For example, if the remaining charge of the battery 40 is below a first remaining charge, the control unit 82 executes the first process. For example, the predetermined remaining charge is the first remaining charge. For example, in the first process, the control unit 82 controls the motor 42 to stop the motor 42 from providing propulsion to the manually driven vehicle 10. For example, if the remaining charge of the battery 40 is below a second remaining charge, which is less than the first remaining charge, the control unit 82 executes the second process. For example, in the second process, the control unit 82 controls the motor 42 and the transmission 44 to stop a predetermined gear shifting operation.

[0192] For example, if the remaining charge of battery 40 is less than or equal to a third remaining charge (less than the second remaining charge), control unit 82 performs a third process. For example, in the third process, control unit 82 controls transmission 44 to stop transmission 44 from changing the gear ratio. For example, if the remaining charge of battery 40 is less than or equal to a fourth remaining charge (less than the third remaining charge), control unit 82 performs a fourth process. For example, in the fourth process, control unit 82 stops lamp 70 from being lit. For example, the predetermined remaining charge is the amount of charge remaining that battery 40 can supply lamp 70 with for more than 2 hours.

[0193] The second process can be omitted. If the second process is omitted, for example, in the first process, the control unit 82 controls the motor 42 to stop the motor 42 from imparting propulsion force to the manually driven vehicle 10 and to control gear shifting. The second and third processes can also be omitted. If the second and third processes are omitted, for example, in the first process, the control unit 82 controls the motor 42 and the transmission 44 to stop the motor 42 from imparting propulsion force to the manually driven vehicle 10, to perform predetermined gear shifting, and to stop the transmission 44 from changing the gear ratio.

[0194] The human-powered vehicle 10 may also include a master unit and at least one slave unit. For example, the master unit includes a transmission unit 48. For example, at least one slave unit includes a transmission 44, at least one IoT device 68, a light 70, an electrically adjustable seat post, an electric suspension, an electric brake, and at least one of a speedometer. For example, the master unit and at least one slave unit can communicate via power line communication (PLC), CAN, or UART. For example, the master unit may replace the transmission unit 48 with any of the following: transmission 44, at least one IoT device 68, a light 70, an electrically adjustable seat post, an electric suspension, an electric brake, and a speedometer.

[0195] For example, the master unit includes a master control unit. The master control unit may or may not be included in the control unit 82. For example, the master control unit is configured to send a communication signal to at least one slave unit every sixth time interval. For example, the communication signal includes a PING (Internet Packet Explorer) command. At least one slave unit responds to the communication signal from the master control unit by sending a response signal to the master unit.

[0196] For example, the main control unit is configured to acquire identification information from all connected slave units when the main unit starts the system. For example, the main control unit is configured to identify all connected slave units based on the identification information of all connected slave units.

[0197] For example, the main control unit is configured to send a PING command to each slave unit every six time intervals when the manually driven vehicle 10 is in motion and the system is started. For example, if the main control unit does not receive a response signal from at least one slave unit, it determines that communication with the slave unit is interrupted. Communication interruption between the main control unit and the slave unit includes, for example, a break in the cable connecting the main unit and at least one slave unit. For example, if the main control unit does not receive a response signal from at least one slave unit several times, it determines that communication with the slave unit is interrupted. The main control unit determines whether communication with the slave unit is interrupted based on the PING command sent every six time intervals; therefore, if communication with the slave unit is interrupted, the main control unit can detect this interruption as early as possible. Even when the system is started and the manually driven vehicle 10 is stopped, since the main control unit does not send PING commands to each slave unit, it can suppress erroneous determinations by the main control unit in situations such as when a user is performing maintenance on the manually driven vehicle 10.

[0198] For example, the main control unit is configured to control the display unit 66 to display information related to the cable breakage when it is determined that a cable breakage has occurred. The information related to the cable breakage includes, for example, at least one of a code or a message corresponding to the cable breakage. The information related to the cable breakage can be displayed on the display unit 66 via a warning sound or the like.

[0199] Reference Figure 8 An example of a cable breakage detection by the main control unit will be described. Time t21 indicates the moment when the manually driven vehicle 10 starts moving and the main unit detects that the manually driven vehicle 10 is moving. The main unit's system can be started by operating the operating unit for starting the system. After the main unit's system is started, if the main unit detects that the manually driven vehicle 10 is moving, the main control unit begins to send communication signals to at least one slave unit. Time t22 indicates the moment when the main control unit sends communication signals to at least one slave unit. Time t23 indicates the moment when the main control unit receives a response signal from at least one slave unit.

[0200] Time t24 indicates the moment when a communication signal is sent from the master control unit to at least one slave unit. Time t25 indicates the moment when the master control unit receives a response signal from at least one slave unit. Time t26 indicates the moment when a communication signal is sent from the master control unit to at least one slave unit. Time t27 indicates the moment when a cable break occurs. Time t28 indicates the moment when a communication signal is sent from the master control unit to at least one slave unit.

[0201] For example, at time t28, since the main control unit did not receive a response signal twice, it determined that communication with the slave unit was interrupted. Time t29 indicates the moment when the manually driven vehicle 10 stops and the system ends. The main unit's system can be terminated by operating the control unit used to terminate the system.

[0202] <Second Implementation>

[0203] Reference Figure 9 The control device 80 for a manually driven vehicle according to the second embodiment will be described. For structures in the control device 80 for a manually driven vehicle according to the second embodiment that are common to those in the first embodiment, the same reference numerals as in the first embodiment will be used, and repeated descriptions will be omitted.

[0204] For example, the control unit 82 is configured to control the motor 42 based on battery information related to the battery 40. For example, the control unit 82 is configured to change the upper limit value N based on the battery information. For example, the control unit 82 is configured to calculate the upper limit value N every third period based on the battery information. For example, the battery information includes at least one of the following: battery model, voltage V1, current A1, battery type, and battery temperature.

[0205] For example, the battery 40 sends battery information to the control unit 82 at predetermined intervals. For example, the control unit 82 is configured to receive battery information from the battery 40 at predetermined intervals. For example, the control unit 82 is configured to calculate information related to the performance of the battery 40 based on the battery information. The information related to the performance of the battery 40 includes the battery 40's first internal resistance D1, second internal resistance D2, discharge start voltage V2, and discharge current value A2.

[0206] For example, the first internal resistance D1 is determined based on a table relating to the type of battery 40 and the battery temperature. For example, the second internal resistance D2 is determined based on a table relating to the battery temperature of battery 40 and the discharge start voltage V2. The tables relating to the type of battery 40 and the battery temperature, and the tables relating to the battery temperature of battery 40 and the discharge start voltage V2, are stored in the storage unit 84. For example, the discharge start voltage V2 is calculated using equation (2).

[0207] Equation (2): V2 = V1 + (A1 × D1)

[0208] When the system is started, the control unit 82 sets the voltage V1 obtained from the battery 40 as the discharge start voltage V2 instead of according to equation (2). Each time the system is started, the control unit 82 updates the voltage V1 obtained from the battery 40 to the discharge start voltage V2. In equation (2), the voltage V1 and current A1 can be the average value of multiple battery information sent from the battery 40. In equation (2), the voltage V1 and current A1 can be the average value of five battery information sent from the battery 40. For example, the control unit 82 compares the discharge start voltage V2 calculated based on the average value of the battery information with the set discharge start voltage V2, and updates the discharge start voltage V2 if it is lower than the predetermined value.

[0209] For example, the discharge current value A2 is calculated based on the discharge start voltage V2, the second internal resistance D2, and the lower limit voltage V3 of the battery 40. For example, the lower limit voltage V3 is above 20 volts and below 40 volts. For example, the lower limit voltage V3 is 30 volts. For example, the discharge current value A2 is calculated using equation (3).

[0210] Equation (3): A2 = (V2 - V3) / D2

[0211] For example, the control unit 82 is configured to calculate the upper limit value N based on the dischargeable current value A2. For example, the upper limit value N is calculated using equation (4).

[0212] Equation (4): N = (A² - 2) / 0.04

[0213] Reference Figure 9 The process by which the control unit 82 controls the motor 42 based on battery information will be explained. For example, if power is supplied to the control unit 82, the control unit 82 begins processing and enters... Figure 9 Step S31 of the flowchart shown. For example, if Figure 9 Once the flowchart ends, the control unit 82 will repeat the process starting from step S31 after a predetermined cycle until the power supply stops.

[0214] In step S31, the control unit 82 determines whether it has received battery information from the battery 40. If battery information has been received from the battery 40, the control unit 82 proceeds to step S32. If battery information has not been received from the battery 40, the control unit 82 terminates the process.

[0215] In step S32, the control unit 82 determines the first internal resistance D1 and proceeds to step S33. In step S33, the control unit 82 calculates the discharge start voltage V2 and proceeds to step S34. In step S34, the control unit 82 determines the second internal resistance D2 based on the battery information and the discharge start voltage V2, and proceeds to step S35.

[0216] In step S35, the control unit 82 calculates the discharge current value A2 and proceeds to step S36. In step S36, the control unit 82 calculates the upper limit value N of the motor 42 output based on the discharge current value A2 and proceeds to step S36. In step S37, the control unit 82 sets the upper limit value N of the motor 42 output to the upper limit value N of the motor 42 output based on the discharge current value A2, and then ends the process. Since the upper limit value N of the motor 42 output is changed according to the internal resistance, for example, when the remaining battery power is low and the manually driven vehicle 10 starts to drive in a low temperature environment, the voltage of the battery 40 is prevented from dropping sharply, the remaining battery power display on the display unit 66 becomes zero, or the motor 42 stops.

[0217] <Variation Example>

[0218] The descriptions of the various embodiments are examples of possible approaches for the control device for a manually operated vehicle disclosed herein, and are not intended to limit the scope of the approach. For example, the control device for a manually operated vehicle disclosed herein may take the form of variations of the embodiments shown below, as well as combinations of at least two mutually consistent variations. In the following variations, the same reference numerals as in the embodiments are added to the parts common to the embodiments, and their descriptions are omitted.

[0219] The control unit 82 in the first and second embodiments can be configured to control the motor 42 so that the upper limit N of the motor 42's output does not decrease when changing to the smallest gear ratio among multiple gears. Table 1 corresponds to the case where the upper limit N2 of the motor 42's output is equal to the normal upper limit NA of the motor 42's output, and the case where the upper limit N of the motor 42's output is controlled to prevent a decrease when changing to the smallest gear ratio among multiple gears.

[0220] The control unit 82 in the first and second embodiments can be configured to control the motor 42 so that the upper limit N of the motor 42's output does not decrease during a change from the smallest gear ratio among multiple gears to the second smallest gear ratio. Table 1 corresponds to the case where the upper limit N2 of the motor 42's output is equal to the normal upper limit NA of the motor 42's output, and the case where the upper limit N of the motor 42's output is controlled to prevent a decrease during a change from the smallest gear ratio among multiple gears to the second smallest gear ratio.

[0221] The control unit 82 in the first and second embodiments can be configured to control the motor 42 so that the upper limit value N of the motor 42's output during upshifting operations between two predetermined gears does not decrease. For example, the control unit 82 can be configured to control the motor 42 so that the upper limit value N of the motor 42's output does not decrease during all upshifting operations. For example, the control unit 82 can be configured to control the motor 42 so that the upper limit value N of the motor 42's output does not decrease during a portion of upshifting operations. Table 1 corresponds to the case where the upper limit value N2 of the motor 42's output is equal to the normal upper limit NA of the motor 42's output, and is configured to control the motor 42 so that the upper limit value N of the motor 42's output does not decrease during a portion of upshifting operations.

[0222] • The control unit 82 in the first embodiment and the second embodiment can be configured to control the motor 42 so that the upper limit value N in the downshift operation between two predetermined gears is lower than the upper limit value N in the upshift operation between two predetermined gears.

[0223] Table 2 shows the relationship between the upper limit value N of the motor 42's output during gear shifting and downshifting operations, and the upper limit value N of the motor 42's output during upshifting operations. When downshifting from eleventh gear to tenth gear, from tenth gear to ninth gear, from ninth gear to eighth gear, from eighth gear to seventh gear, or from seventh gear to sixth gear, the control unit 82 lowers the upper limit value N of the motor 42's output to the upper limit value N5. When downshifting from sixth gear to fifth gear, from fifth gear to fourth gear, from fourth gear to third gear, from third gear to second gear, or from second gear to first gear, the control unit 82 sets the upper limit value N of the motor 42's output to the upper limit value N2. As long as the upper limit value N5 of the motor 42's output is less than the upper limit value N2, it can be the same as or different from the upper limits N1, N3, and N4.

[0224] When shifting up from the tenth to the eleventh gear, from the ninth to the tenth gear, from the eighth to the ninth gear, or from the seventh to the eighth gear, the control unit 82 lowers the upper limit value N to the upper limit value N6. When shifting up from the sixth to the seventh gear, from the fifth to the sixth gear, or from the fourth to the fifth gear, the control unit 82 sets the upper limit value N to the upper limit value N2. As long as the upper limit value N6 of the motor 42 output is less than the upper limit value N2, it can be the same as or different from the upper limit values ​​N1, N3, N4, and N5.

[0225] In Table 2, for example, when the two predetermined gears include the sixth gear and the seventh gear, the control unit 82 makes the upper limit N of the output of the motor 42 during downshifting operation lower than the upper limit N of the output of the motor 42 during upshifting operation.

[0226] (Table 2)

[0227]

[0228] The multiple gears may include two first predetermined gears with gear ratios differing by one level, and two second predetermined gears with gear ratios differing by one level. In this variation, for example, the control unit 82 controls the motor 42 so that the upper limit N of the upshift operation between the two first predetermined gears is lower than the upper limit N of the downshift operation between the two first predetermined gears. For example, the control unit 82 is configured to control the motor 42 so that the upper limit N of the downshift operation between the two second predetermined gears is lower than the upper limit N of the upshift operation between the two second predetermined gears. For example, the gear ratio of each of the two first predetermined gears is smaller than the gear ratio of the two second predetermined gears.

[0229] Table 3 shows the relationship between the upper limit value N during gear shifting, downshifting, and upshifting. When downshifting from eleventh to tenth gear, from tenth to ninth gear, or from ninth to eighth gear, the control unit 82 lowers the upper limit value N of the motor 42 output to the upper limit value N7. When downshifting from eighth to seventh gear, the control unit 82 sets the upper limit value N of the motor 42 output to the upper limit value N8. When downshifting from seventh to sixth gear, from sixth to fifth gear, from fifth to fourth gear, from fourth to third gear, from third to second gear, or from second to first gear, the control unit 82 sets the upper limit value N of the motor 42 output to the upper limit value N2.

[0230] When shifting gears from tenth to eleventh, from ninth to tenth, from eighth to ninth, from seventh to eighth, from sixth to seventh, or from fifth to sixth, the control unit 82 lowers the upper limit N of the motor 42's output to the upper limit N9. When shifting gears from fourth to fifth, from third to fourth, from second to third, or from first to second, the control unit 82 sets the upper limit N of the motor 42's output to the upper limit N2. The upper limit N7 of the motor 42's output is smaller than the upper limit N9. The upper limit N9 is smaller than the upper limit N8. The upper limit N8 of the motor 42's output is smaller than the upper limit N2.

[0231] In Table 3, for example, when the first predetermined two gears include the fifth and sixth gears, or the sixth and seventh gears, the upper limit N of the motor 42 output during upshifting is lower than the upper limit N during downshifting. For example, when the second predetermined two gears include the eighth and ninth gears, the ninth and tenth gears, or the tenth and eleventh gears, the upper limit N of the motor 42 output during downshifting is lower than the upper limit N of the motor 42 output during upshifting. For example, when the first predetermined two gears include the fifth and sixth gears, or the sixth and seventh gears, and the second predetermined two gears include the eighth and ninth gears, the ninth and tenth gears, or the tenth and eleventh gears, for example, the gear ratio of each of the first predetermined two gears is less than the gear ratio of the second predetermined two gears.

[0232] (Table 3)

[0233]

[0234] The control unit 82 can execute the control in the first embodiment and the control in the second embodiment in combination.

[0235] The control device 80 for the manually driven vehicle in the first and second embodiments only needs to include a control unit 82, and other structures can be omitted. The control unit 82 is configured to control the motor 42 to reduce the upper limit value N of the output of the motor 42 during upshifting operations to increase the gear ratio from one gear to another, and to reduce the upper limit value N during downshifting operations to decrease the gear ratio from one gear to another. The upper limit value N in upshifting operations between two predetermined gears with a gear ratio difference of one level is different from the upper limit value N in downshifting operations between two predetermined gears.

[0236] The control device 80 for the human-powered vehicle in the first and second embodiments can omit other structures as long as it is configured as follows: that is, it includes a control unit 82, which lowers the upper limit value N of the output of the motor 42 when changing from one gear to another in the first group of at least two gears to increase the gear ratio, and lowers the upper limit value N of the output of the motor 42 when changing from one gear to another in the second group of at least two gears to decrease the gear ratio. Furthermore, at least one of the at least two gears included in the first group and the second group, and at least one of the number of at least two gears included in each group, are different from each other.

[0237] As used in this specification, the term "at least one" refers to "more than one" of the desired options. For example, if there are two options, "at least one" as used in this specification means "only one option" or "both of the two options." As another example, if there are three or more options, "at least one" as used in this specification means "only one option" or "any combination of two or more options."

[0238] The ordinal numbers “first, second, and third” used in this specification are only for distinguishing names with the same meaning and have no special significance.

[0239] Symbol explanation:

[0240] 10…human-powered vehicle, 12…wheel, 38…transmission body, 42…motor, 44…gearbox, 58A…derailleur, 58B…rear derailleur, 60…rotating body, 62…gear shifting area, 80…control device, 82…control unit.

Claims

1. A control device for a manually operated vehicle, wherein, The manually driven vehicle includes: a motor that provides propulsion to the vehicle; and a transmission that changes the gear ratio of the vehicle among multiple gears. The control device includes a control unit configured to control the motor. The control unit is configured to control the motor. In an upshift operation that changes gears from one to another to increase the gear ratio, the upper limit of the motor's output is reduced. In a downshift operation that changes gears from one to another to reduce the gear ratio, the upper limit value is lowered. Furthermore, the upper limit value for upshifting between two predetermined gears whose gear ratios differ by one level is different from the upper limit value for downshifting between the two predetermined gears. The control unit is further configured to control the motor so that the upper limit value does not decrease when changing to the smallest gear ratio among the plurality of gears.

2. A control device for a manually operated vehicle, wherein, The manually driven vehicle includes: a motor that provides propulsion to the vehicle; and a transmission that changes the gear ratio of the vehicle among multiple gears. The control device includes a control unit configured to control the motor. The control unit is configured to control the motor. In an upshift operation that changes gears from one to another to increase the gear ratio, the upper limit of the motor's output is reduced. In a downshift operation that changes gears from one to another to reduce the gear ratio, the upper limit value is lowered. Furthermore, the upper limit value for upshifting between two predetermined gears whose gear ratios differ by one level is different from the upper limit value for downshifting between the two predetermined gears, wherein... The control unit is configured to control the motor so that the upper limit value during the upshift operation between the two predetermined gears does not decrease.

3. A control device for a manually operated vehicle, wherein, The manually driven vehicle includes: a motor that provides propulsion to the vehicle; and a transmission that changes the gear ratio of the vehicle among multiple gears. The control device includes a control unit configured to control the motor. The control unit is configured to control the motor. In an upshift operation that changes gears from one to another to increase the gear ratio, the upper limit of the motor's output is reduced. In a downshift operation that changes gears from one to another to reduce the gear ratio, the upper limit value is lowered. Furthermore, the upper limit value for upshifting between two predetermined gears whose gear ratios differ by one level is different from the upper limit value for downshifting between the two predetermined gears, wherein... The control unit is configured to control the motor so that the upper limit value of the upshift operation between the two predetermined gears is lower than the upper limit value of the downshift operation between the two predetermined gears.

4. A control device for a manually operated vehicle, wherein, The manually driven vehicle includes: a motor that provides propulsion to the vehicle; and a transmission that changes the gear ratio of the vehicle among multiple gears. The control device includes a control unit configured to control the motor. The control unit is configured to control the motor. In an upshift operation that changes gears from one to another to increase the gear ratio, the upper limit of the motor's output is reduced. In a downshift operation that changes gears from one to another to reduce the gear ratio, the upper limit value is lowered. Furthermore, the upper limit value for upshifting between two predetermined gears whose gear ratios differ by one level is different from the upper limit value for downshifting between the two predetermined gears, wherein... The control unit is configured to control the motor so that the upper limit value of the downshift operation between the two predetermined gears is lower than the upper limit value of the upshift operation between the two predetermined gears.

5. A control device for a manually operated vehicle, wherein, The manually driven vehicle includes: a motor that provides propulsion to the vehicle; and a transmission that changes the gear ratio of the vehicle among multiple gears. The control device includes a control unit configured to control the motor. The control unit is configured to control the motor. In an upshift operation that changes gears from one to another to increase the gear ratio, the upper limit of the motor's output is reduced. In a downshift operation that changes gears from one to another to reduce the gear ratio, the upper limit value is lowered. Furthermore, the upper limit value for upshifting between two predetermined gears whose gear ratios differ by one level is different from the upper limit value for downshifting between the two predetermined gears, wherein... The plurality of gears includes two first predetermined gears with gear ratios differing by one level, and two second predetermined gears with gear ratios differing by one level. The control unit is configured such that, The motor is controlled such that the upper limit value of the upshift operation between the first two predetermined gears is lower than the upper limit value of the downshift operation between the first two predetermined gears. The motor is controlled such that the upper limit value of the downshift operation between the second predetermined two gears is lower than the upper limit value of the upshift operation between the second predetermined two gears.

6. The control device according to claim 5, wherein, The gear ratio of each of the first two predetermined gears is less than the gear ratio of the second two predetermined gears.

7. A control device for a manually operated vehicle, wherein, The manually driven vehicle includes: a motor that provides propulsion to the vehicle; and a transmission that changes the gear ratio of the vehicle among multiple gears. The control device includes a control unit configured to control the motor. The control unit is configured to control the motor. In an upshift operation that changes gears from one to another to increase the gear ratio, the upper limit of the motor's output is reduced. In a downshift operation that changes gears from one to another to reduce the gear ratio, the upper limit value is lowered. Furthermore, the upper limit value for upshifting between two predetermined gears whose gear ratios differ by one level is different from the upper limit value for downshifting between the two predetermined gears, wherein... The control unit is configured to control the motor by gradually reducing the output of the motor over a first period when the output of the motor is reduced by changing the upper limit value.

8. The control device according to claim 7, wherein, The first period refers to the first time. The first time is greater than 0.05 seconds and less than 0.3 seconds.

9. A control device for a manually operated vehicle, wherein, The manually driven vehicle includes: a motor that provides propulsion to the vehicle; and a transmission that changes the gear ratio of the vehicle among multiple gears. The control device includes a control unit configured to control the motor. The control unit is configured to control the motor. In an upshift operation that changes gears from one to another to increase the gear ratio, the upper limit of the motor's output is reduced. In a downshift operation that changes gears from one to another to reduce the gear ratio, the upper limit value is lowered. Furthermore, the upper limit value for upshifting between two predetermined gears whose gear ratios differ by one level is different from the upper limit value for downshifting between the two predetermined gears, wherein... The control unit is configured such that, when the output of the motor is reduced by lowering the upper limit value, if a predetermined period has elapsed since the output of the motor was reduced, the motor is controlled to increase the upper limit value to the upper limit value just before the upper limit value was to be reduced.

10. The control device according to claim 9, wherein, The predetermined period includes the period until the wheels of the manually driven vehicle reach a predetermined rotation amount. The predetermined rotation amount is greater than 30 degrees and less than 460 degrees.

11. The control device according to claim 9, wherein, The control unit is configured to gradually increase the output of the motor during a second period when the upper limit value is increased and the output of the motor is increased.

12. The control device according to claim 11, wherein, The second period is the second time. The second time is greater than 0.05 seconds and less than 0.2 seconds.

13. The control device according to claim 9, wherein, The transmission includes a plurality of rotating bodies and a derailleur that changes the gear ratio by shifting a transmission body from one of the plurality of rotating bodies to another. At least one of the plurality of rotating bodies includes at least two speed-promoting regions in the circumferential direction. The at least two shift-promoting regions are areas where the derailleur facilitates the movement of the transmission body from one of the plurality of rotating bodies to the other of the plurality of rotating bodies. The predetermined period is determined based on the length of the portion of the other of the plurality of rotating bodies that engages with the transmission body, and the interval from one of the at least two speed-promoting regions to the adjacent other of the at least two speed-promoting regions.

14. A control device for a manually operated vehicle, wherein, The manually driven vehicle includes: a motor that provides propulsion to the vehicle; and a transmission that changes the gear ratio of the vehicle among multiple gears. The control device includes a control unit configured to control the motor. The control unit is configured to control the motor. In an upshift operation that changes gears from one to another to increase the gear ratio, the upper limit of the motor's output is reduced. In a downshift operation that changes gears from one to another to reduce the gear ratio, the upper limit value is lowered. Furthermore, the upper limit value for upshifting between two predetermined gears whose gear ratios differ by one level is different from the upper limit value for downshifting between the two predetermined gears, wherein... The control unit is configured to control the motor when the upper limit value is changed, so that the upper limit value decreases as the human driving force applied to the human-powered vehicle increases.

15. A control device for a manually operated vehicle, wherein, The manually driven vehicle includes: a motor that provides propulsion to the vehicle; and a transmission that changes the gear ratio of the vehicle among multiple gears. The control device includes a control unit configured to control the motor. The control unit is configured to control the motor. In an upshift operation that changes gears from one to another to increase the gear ratio, the upper limit of the motor's output is reduced. In a downshift operation that changes gears from one to another to reduce the gear ratio, the upper limit value is lowered. Furthermore, the upper limit value for upshifting between two predetermined gears whose gear ratios differ by one level is different from the upper limit value for downshifting between the two predetermined gears, wherein... The control unit is configured to control the transmission to initiate the operation of the transmission based on the peak time of the human-powered driving force applied to the human-powered vehicle.

16. The control device according to claim 15, wherein, The transmission includes a plurality of rotating bodies and a derailleur that changes the gear ratio by shifting a transmission body from one of the plurality of rotating bodies to another. At least one of the plurality of rotating bodies includes at least two speed-promoting regions in the circumferential direction. The at least two shift-promoting regions are areas where the derailleur facilitates the movement of the transmission body from one of the plurality of rotating bodies to the other of the plurality of rotating bodies. The control unit is configured such that, The transmission is controlled to initiate transmission operation based on the peak time and the interval from one of the at least two shift-promotion regions to the adjacent other of the at least two shift-promotion regions. The motor is controlled based on the peak time and the interval to reduce the upper limit value.

17. The control device according to claim 16, wherein, The derailleur includes a rear derailleur.

18. A control device for a manually operated vehicle. The human-powered vehicle includes: A motor that provides propulsion to the human-powered vehicle; and a transmission that changes the gear ratios of the manually driven vehicle between multiple gears. The control device includes a control unit configured to control the motor. The control unit is configured such that, In a first group comprising at least two of the plurality of gears, when changing from one of the plurality of gears to another to increase the gear ratio, the upper limit of the motor's output is reduced. In a second group comprising at least two of the plurality of gears, when changing from one of the plurality of gears to another to reduce the gear ratio, the upper limit of the motor's output is lowered. Wherein, at least one of the at least two gears included in the first group and the second group, and at least one of the number of the at least two gears included in each group, are different; and During the shift to the smallest gear ratio among the plurality of gears, the motor is controlled so that the upper limit value does not decrease.

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