Control device for human-powered vehicle

Abstract

The invention provides a control device for a human-powered vehicle, which can properly control a motor for applying propulsive force to the human-powered vehicle. A control device for a human-powered vehicle is provided with a control unit for controlling a motor for applying propulsive force to the human-powered vehicle, and the human-powered vehicle includes a transmission that is provided in a transmission path for human-powered driving force of the human-powered vehicle and that is configured to change a gear ratio. When first information related to a current gear ratio of the transmission is different from second information related to the gear ratio corresponding to at least one of a first driving state of the human-powered vehicle and a first driving environment of the human-powered vehicle, the first driving state of the human-powered vehicle and the second driving environment of the human-powered vehicle are detected. The control unit executes a first process of increasing at least one of an assist level of the motor, a maximum value of an output of the motor, and the output of the motor, or a second process of decreasing at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor.

Description

[0001] Divisional application

[0002] This application is a divisional application of a patent application with an application date of December 20, 2021, application number: 202111566347.9, and invention name: Control device for human-powered vehicle. Technical Field

[0003] The present disclosure relates to a control device for a human-powered vehicle. Background Art

[0004] For example, a control device for a human-powered vehicle disclosed in Patent Document 1 controls a motor so that a ratio of a motor assist force to a human-powered driving force reaches a predetermined ratio.

[0005] Prior art literature

[0006] Patent Literature

[0007] Patent document 1: Japanese Patent Application Laid-Open No. 10-59260. Summary of the invention

[0008] Problems to be solved by the invention

[0009] One of the objects of the present disclosure is to provide a control device for a human-powered vehicle, which appropriately controls a motor that applies a propulsion force to the human-powered vehicle.

[0010] Solutions for solving problems

[0011] According to the first aspect of the present disclosure, the control device is a control device for a human-powered vehicle, which includes: a control unit for controlling a motor that applies a propulsion force to the human-powered vehicle, the human-powered vehicle including a transmission, the transmission being configured to be provided on a transmission path of the human-powered force on the human-powered vehicle and used to change a gear ratio, and in a case where first information related to the current gear ratio of the transmission and second information related to the gear ratio corresponding to at least one of a first driving state of the human-powered vehicle and a first driving environment of the human-powered vehicle are different, the control unit performs a first process or a second process, in which the assist level of the motor, the maximum value of the output of the motor, and at least one of the output of the motor are increased, and in which the assist level of the motor, the maximum value of the output of the motor, and at least one of the output of the motor are decreased.

[0012] According to the control device of the first aspect, the first processing or the second processing is performed according to the current speed ratio and the speed ratio corresponding to at least one of the first driving state and the first driving environment, so that the motor that applies propulsion force to the human-powered vehicle can be appropriately controlled.

[0013] In the control device of the second aspect according to the first aspect of the present disclosure, when the first information is different from the second information, the control unit performs the first processing or the second processing according to at least one of the second driving state of the human-powered vehicle and the second driving environment of the human-powered vehicle.

[0014] According to the control device of the second aspect, the motor that applies the propulsion force to the human-powered vehicle can be controlled more appropriately.

[0015] In the control device according to the third aspect of the first or second aspect of the present disclosure, the control unit is configured to control the transmission, and when the first information is different from the second information, control the transmission so that the first information is consistent with the second information.

[0016] According to the control device according to the third aspect, the speed ratio can be changed to one suitable for at least one of the first running state and the first running environment.

[0017] In the control device according to the fourth aspect of the first aspect or the second aspect of the present disclosure, the control unit is configured to control the transmission, and, when the first information is different from the second information, perform a third processing of controlling the transmission in a manner that makes the first information consistent with the second information; when executing the first processing, perform the third processing after executing the first processing; if the first information is consistent with the second information, perform the second processing; when executing the second processing, perform the third processing after executing the second processing; if the first information is consistent with the second information, perform the first processing.

[0018] According to the control device of the fourth aspect, when at least one of the motor assist level, the maximum value of the motor output, and the motor output increases before the speed change, at least one of the motor assist level, the maximum value of the motor output, and the motor output is reduced after the speed change. According to the control device of the fourth aspect, when at least one of the motor assist level, the maximum value of the motor output, and the motor output decreases before the speed change, at least one of the motor assist level, the maximum value of the motor output, and the motor output is increased after the speed change.

[0019] In the control device according to the fifth aspect of the first aspect or the second aspect of the present disclosure, the control unit is configured to control the transmission, and is configured to, when the first information is different from the second information, perform a third processing of controlling the transmission in a manner that makes the first information consistent with the second information, and when the first information is different from the second information, change the order of the first processing and the third processing or the order of the second processing and the third processing according to at least one of a third driving state of the human-powered vehicle and a third driving environment of the human-powered vehicle.

[0020] According to the control device of the fifth aspect, the motor and the transmission can be controlled in a sequence suitable for at least one of the third driving state and the third driving environment.

[0021] The control device in the sixth aspect of the present disclosure is a control device for a human-powered vehicle, which includes: a control unit, which is configured to control a motor and a transmission that apply propulsion force to the human-powered vehicle, the transmission being configured to be arranged on a transmission path of the human-powered force in the human-powered vehicle and used to change the speed ratio, and when changing both the control state of the motor and the speed ratio, the control unit changes the order of a first change process and a second change process according to at least one of a fourth driving state of the human-powered vehicle and a fourth driving environment of the human-powered vehicle, wherein the control state of the motor is changed in the first change process, and the speed ratio is changed in the second change process.

[0022] According to the control device of the sixth aspect, the motor and the transmission can be controlled in a sequence suitable for at least one of the fourth running state and the fourth running environment.

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

[0024] According to the control device of the seventh aspect, when the speed of the human-powered vehicle decreases, at least one of the motor assist level, the maximum value of the motor output, and the motor output increases, thereby reducing the load on the rider.

[0025] In the control device according to the eighth aspect of the sixth aspect of the present disclosure, the control unit reduces at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor according to a reduction in the vehicle speed of the human-powered vehicle.

[0026] According to the control device of the eighth aspect, when the speed of the human-powered vehicle decreases, at least one of the motor assist level, the maximum value of the motor output, and the motor output decreases, so that the rider can easily stop the human-powered vehicle.

[0027] In the ninth aspect of the control device according to any one of the sixth to eighth aspects of the present disclosure, at least one of the fourth driving state of the human-powered vehicle and the fourth driving environment of the human-powered vehicle includes information related to the vehicle speed of the human-powered vehicle.

[0028] According to the control device of the ninth aspect, the first changing process for changing the motor control state and the second changing process for changing the speed ratio can be executed in a sequence suitable for the vehicle speed of the human-powered vehicle.

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

[0030] According to the control device of the tenth aspect, when the vehicle speed decreases, the speed ratio is changed by the transmission after the control state of the motor is changed, so that the load on the rider can be reduced.

[0031] In the control device according to the eleventh aspect of the ninth aspect of the present disclosure, when both the control state of the motor and the speed ratio are changed and the vehicle speed of the human-powered vehicle decreases, the control unit changes the control state of the motor after changing the speed ratio.

[0032] According to the control device of claim 11, when the vehicle speed decreases, the control state of the motor is changed after the speed ratio is changed. Therefore, the influence of the motor on the speed change operation of the transmission can be reduced.

[0033] In the control device of the twelfth aspect according to the tenth aspect or the eleventh aspect of the present disclosure, the case where the vehicle speed of the human-powered vehicle decreases includes the case where the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is greater than the first deceleration.

[0034] According to the control device of the twelfth aspect, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is greater than the first deceleration, the first change processing of changing the motor control state and the second change processing of changing the speed ratio are executed, thereby improving the running performance.

[0035] The control device of the thirteenth aspect of the present disclosure is a control device for a human-powered vehicle, which includes: a control unit, which is configured to control a motor that applies propulsion force to the human-powered vehicle, and a transmission, the transmission being configured to be arranged on a transmission path of the human-powered force on the human-powered vehicle and being used to change the speed ratio, the control unit being configured to, when a first speed change condition is satisfied, change the speed ratio through the transmission in a state where the assist level of the motor is reduced or maintained, and to change the speed ratio through the transmission in a state where the assist level of the motor is increased, when a second speed change condition different from the first speed change condition is satisfied.

[0036] According to the control device of the thirteenth aspect, in each of the cases where the first speed change condition is satisfied and the case where the second speed change condition is satisfied, the assist level of the motor, the maximum value of the output of the motor, and at least one of the output of the motor can be set to an appropriate state and the speed ratio can be changed.

[0037] In the control device according to the thirteenth aspect and the fourteenth aspect of the present disclosure, a decrease in the vehicle speed of the human-powered vehicle satisfies one of the first speed change condition and the second speed change condition.

[0038] According to the control device of the fourteenth aspect, when the vehicle speed decreases, in each of the cases where the first speed change condition is satisfied and the second speed change condition is satisfied, the motor assist level, the maximum value of the motor output and at least one of the motor output can be set to an appropriate state and the speed ratio can be changed.

[0039] In the control device of the fifteenth aspect according to the thirteenth aspect or the fourteenth aspect of the present disclosure, the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle satisfies at least one of the first speed change condition and the second speed change condition when the deceleration of the human-powered vehicle is greater than the second deceleration.

[0040] According to the control device of the fifteenth aspect, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than the second deceleration, the motor can be set to an appropriate control state and the speed ratio can be changed.

[0041] In the control device according to the fourteenth aspect or the fifteenth aspect of the present disclosure, the situation where the deceleration of the human-powered vehicle in the direction of travel of the human-powered vehicle is less than the second deceleration satisfies the other of the first speed change condition and the second speed change condition.

[0042] According to the control device of the sixteenth aspect, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is smaller than the second deceleration, the motor can be set to an appropriate control state and the speed ratio can be changed.

[0043] In the control device of aspect 17 of any one of aspects 1 to 16 of the present disclosure, the control unit is configured to control components for the human-powered vehicle based on information related to the vehicle speed of the human-powered vehicle, and the components include at least one suspension device and at least one of an adjustable seat post.

[0044] According to the control device of the seventeenth aspect, at least one of the at least one suspension device and the adjustable seat post can be controlled based on information related to the speed of the human-powered vehicle.

[0045] In the control device according to the seventeenth aspect and the eighteenth aspect of the present disclosure, the component includes the at least one suspension device, and the at least one suspension device includes a front suspension device. When the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is above a third deceleration, the control unit controls the front suspension device in such a manner as to increase the hardness of the front suspension device.

[0046] According to the control device of the eighteenth aspect, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than the third deceleration, the stiffness of the front suspension increases, so that the posture of the human-powered vehicle is easily stabilized.

[0047] In the control device according to the eighteenth aspect and the nineteenth aspect of the present disclosure, the component includes the adjustable seat rod, and when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is above the fourth deceleration, the control unit controls the adjustable seat rod in such a manner that the length of the adjustable seat rod is reduced.

[0048] According to the control device of the nineteenth aspect, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than the fourth deceleration, the length of the adjustable seat post is reduced, so that the rider can easily put his feet on the ground.

[0049] Effects of the Invention

[0050] The control device for a human-powered vehicle disclosed in the present invention can appropriately control the motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 is a side view of a human-powered vehicle including the control device for a human-powered vehicle according to the first embodiment;

[0052] Figure 2 is a block diagram showing an electrical structure of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment;

[0053] Figure 3 Is Figure 2 A flowchart of a process for controlling a motor and a transmission executed by a control unit;

[0054] Figure 4 is a flowchart of a process of controlling a motor and a transmission executed by a control unit in the second embodiment;

[0055] Figure 5 is a flowchart of a process of controlling a motor and a transmission executed by a control unit in the third embodiment;

[0056] Figure 6 is a flowchart of a process of controlling a motor and a transmission executed by a control unit in the fourth embodiment;

[0057] Figure 7 is a block diagram showing an electrical structure of a human-powered vehicle including a control device for a human-powered vehicle according to a fifth embodiment;

[0058] Figure 8 Is Figure 7 A flowchart of a process of controlling a suspension device executed by a control unit;

[0059] Fig. 9 Is Figure 7 Flowchart of a process of controlling an adjustable seat post executed by a control unit. DETAILED DESCRIPTION

[0060] <First embodiment>

[0061] refer to Figure 1 to Figure 3 The control device 70 for the human-powered vehicle of the first embodiment is described below. The human-powered vehicle 10 is a vehicle having at least one wheel and being driven at least by a human-powered driving force H. The human-powered vehicle 10 includes, for example, a mountain bike, a road bike, a city bike, a cargo bike, and various bicycles such as a hand bike and a recumbent bike. The number of wheels that the human-powered vehicle 10 has is not limited. The human-powered vehicle 10 also includes, for example, a vehicle having one wheel or more than three wheels. The human-powered vehicle 10 is not limited to a vehicle that is driven only by a human-powered driving force H. The human-powered vehicle 10 includes an electric bicycle (E-bike), which is propelled not only by the human-powered driving force H but also by the driving force of an electric motor. The electric bicycle includes an electric-assisted bicycle that is propelled with the assistance of an electric motor. Hereinafter, in the embodiment, the human-powered vehicle 10 is described as an electric-assisted bicycle and a mountain bike.

[0062] The human-powered vehicle 10 is provided with a crank 12 for inputting a human-powered driving force H. The human-powered vehicle 10 further includes at least one wheel 14 and a vehicle body 16. The at least one wheel 14 includes a rear wheel 14A and a front wheel 14B. The vehicle body 16 includes a vehicle frame 18. The crank 12 includes: an input shaft 12A rotatable relative to the vehicle frame 18, a first crank arm 12B provided at a first end portion in the axial direction of the input shaft 12A, and a second crank arm 12C provided at a second end portion in the axial direction of the input shaft 12A. In the present embodiment, the input shaft 12A is a crank shaft. A first pedal 20A is connected to the first crank arm 12B. A second pedal 20B is connected to the second crank arm 12C.

[0063] The drive mechanism 22 includes a first rotating body 24 connected to the input shaft 12A. The input shaft 12A and the first rotating body 24 may be connected in a non-rotatable manner relative to each other, or may be connected via a first one-way clutch. The first one-way clutch is configured to rotate the first rotating body 24 forward when the crank 12 rotates forward, and to allow the crank 12 and the first rotating body 24 to rotate relative to each other when the crank 12 rotates backward. The first rotating body 24 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 22 also includes a second rotating body 26 and a connecting member 28. The connecting member 28 is used to transmit the rotational force of the first rotating body 24 to the second rotating body 26. The connecting member 28 includes, for example, a chain, a belt, or a transmission shaft.

[0064] The second rotating body 26 is connected to the rear wheel 14A. The second rotating body 26 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 26 and the rear wheel 14A. The second one-way clutch is configured to rotate the rear wheel 14A forward when the second rotating body 26 rotates forward, and to allow the second rotating body 26 and the rear wheel 14A to rotate relative to each other when the second rotating body 26 rotates backward.

[0065] The front wheel 14B is mounted on the frame 18 via the front fork 30. The handlebar 34 is connected to the front fork 30 via the stem 32. In this embodiment, the rear wheel 14A is connected to the crank 12 via the drive mechanism 22, but at least one of the rear wheel 14A and the front wheel 14B may be connected to the crank 12 via the drive mechanism 22.

[0066] The human-powered vehicle 10 further includes a battery 36. The battery 36 includes one or more battery elements. The battery element includes a rechargeable battery. The battery 36 is configured to supply power to the control device 70. Preferably, the battery 36 is communicatively connected to the control unit 72 of the control device 70 via a cable or a wireless communication device. The battery 36 can communicate with the control unit 72 via power line communication (PLC), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver / Transmitter), for example.

[0067] The human-powered vehicle 10 includes a motor 38 configured to apply a propulsion force to the human-powered vehicle 10. The motor 38 includes at least one electric motor. The electric motor is, for example, a brushless motor. The motor 38 transmits a rotational force to at least one of a power transmission path of the human-powered driving force H from the pedals 20A, 20B to the rear wheel 14A and the front wheel 14B. The power transmission path of the human-powered driving force H from the pedals 20A, 20B to the rear wheel 14A also includes the rear wheel 14A. In the present embodiment, the motor 38 is configured to be arranged on the frame 18 of the human-powered vehicle 10 and transmit a rotational force to the first rotating body 24.

[0068] The motor 38 is provided in the housing 40A. The housing 40A is provided in the frame 18. The housing 40A is, for example, detachably mounted on the frame 18. The transmission unit 40 is configured to include the motor 38 and the housing 40A in which the motor 38 is provided. The transmission unit 40 may also be provided with a reducer connected to the output shaft of the motor 38. In the present embodiment, the housing 40A rotatably supports the input shaft 12A. In the present embodiment, a third one-way clutch is preferably provided on the power transmission path between the motor 38 and the input shaft 12A, and the third one-way clutch suppresses the transmission of the rotational force of the crank 12 to the motor 38 when the input shaft 12A is rotated in the direction in which the human-powered vehicle 10 is advanced. In the case where the motor 38 is provided in at least one of the rear wheel 14A and the front wheel 14B, the motor 38 may also be provided on the hub and constitute a hub motor together with the hub.

[0069] The control device 70 includes a control unit 72. The control unit 72 includes an arithmetic processing device that executes a predetermined control program. The arithmetic processing device included in the control unit 72 includes, for example, a CPU (Central Processing Unit) or an MPU (MicroProcessing Unit). The arithmetic processing device included in the control unit 72 can be set in multiple locations separated from each other. For example, a part of the arithmetic processing device is set in the human-powered vehicle 10, and another part of the arithmetic processing device is set in a server connected to the Internet. In the case where the arithmetic processing device is set in multiple locations separated from each other, the parts of the arithmetic processing device are communicatively connected to each other through a wireless communication device. The control unit 72 may also include one or more microcomputers.

[0070] Preferably, the control device 70 further includes a storage unit 74. The storage unit 74 stores a control program and information for control processing. The storage unit 74 includes, for example, a non-volatile memory and a volatile memory. The non-volatile memory includes, for example, at least one of a ROM (Read-Only Memory), an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), and a flash memory. The volatile memory includes, for example, a RAM (Random access memory).

[0071] Preferably, the control device 70 further includes a drive circuit 76 for the motor 38. The drive circuit 76 and the control unit 72 are preferably disposed in the housing 40A of the transmission unit 40. The drive circuit 76 and the control unit 72 may be disposed, for example, on the same circuit substrate. The drive circuit 76 includes an inverter circuit. The drive circuit 76 controls the power supplied from the battery 36 to the motor 38. The drive circuit 76 is connected to the control unit 72 via a conductive wire, a cable, or a wireless communication device. The drive circuit 76 drives the motor 38 according to a control signal from the control unit 72.

[0072] Preferably, the human-powered vehicle 10 further includes a vehicle speed sensor 42. Preferably, the human-powered vehicle 10 further includes at least one of a crank rotation sensor 44 and a human-powered driving force detection unit 46.

[0073] The vehicle speed sensor 42 is configured to detect information related to the vehicle speed V of the human-powered vehicle 10. In the present embodiment, the vehicle speed sensor 42 is configured to detect information related to the rotation speed CW of at least one wheel 14 of the human-powered vehicle 10. For example, the vehicle speed sensor 42 is configured to detect a magnet provided on at least one wheel 14 of the human-powered vehicle 10. For example, the vehicle speed sensor 42 is configured to output a detection signal a predetermined number of times during one rotation of one wheel 14 of the at least one wheel 14. The predetermined number of times is, for example, once. The vehicle speed sensor 42 outputs a signal corresponding to the rotation speed CW of the wheel 14. The control unit 72 can calculate the vehicle speed V of the human-powered vehicle 10 based on the signal corresponding to the rotation speed CW of the wheel 14 and the information related to the circumference of the wheel 14. The storage unit 74 stores information related to the circumference of the wheel 14.

[0074] The vehicle speed sensor 42 includes, for example, a magnetic reed constituting a reed switch or a magnetic sensor such as a Hall element. The vehicle speed sensor 42 may be a structure that is mounted on the rear lower fork of the frame 18 of the human-powered vehicle 10 and detects a magnet mounted on the rear wheel 14A, or may be a structure that is disposed on the front fork 30 and detects a magnet mounted on the front wheel 14B. In the present embodiment, the vehicle speed sensor 42 is configured such that the reed switch detects the magnet once when the wheel 14 rotates one circle. The vehicle speed sensor 42 may be any structure as long as it can obtain information related to the vehicle speed V of the human-powered vehicle 10, and is not limited to a structure that detects a magnet disposed on the wheel 14. For example, it may be a structure that detects a slit disposed on a disc brake, a structure that includes an optical sensor, etc., or a structure that includes a GPS (Global Positioning System) receiver. When the vehicle speed sensor 42 includes a GPS receiver, the control unit 72 can calculate the vehicle speed V based on time and moving distance. The vehicle speed sensor 42 is connected to the control unit 72 via a wireless communication device or a cable.

[0075] The crank rotation sensor 44 is configured to detect information related to the rotation speed NC of the input shaft 12A. The crank rotation sensor 44 is, for example, disposed on the frame 18 of the human-powered vehicle 10 or the transmission unit 40. The crank rotation sensor 44 may also be disposed on the housing 40A of the transmission unit 40. The crank rotation sensor 44 is configured to include a magnetic sensor that outputs a signal corresponding to the magnetic field strength. An annular magnet whose magnetic field strength changes in the circumferential direction is disposed on the input shaft 12A, a component that rotates in conjunction with the input shaft 12A, or a power transmission path from the input shaft 12A to the first rotating body 24. The component that rotates in conjunction with the input shaft 12A may also include an output shaft of the motor 38.

[0076] The crank rotation sensor 44 outputs a signal corresponding to the rotation speed NC of the input shaft 12A. For example, when the first one-way clutch is not provided between the input shaft 12A and the first rotating body 24, a magnet may also be provided on the first rotating body 24. The crank rotation sensor 44 may be of any structure as long as it can obtain information related to the rotation speed NC of the input shaft 12A, and may also include an optical sensor, an acceleration sensor, a gyro sensor, or a torque sensor, etc., instead of a magnetic sensor. The crank rotation sensor 44 is connected to the control unit 72 via a wireless communication device or a cable.

[0077] The human-powered driving force detection unit 46 is configured to detect information related to the human-powered driving force H. The human-powered driving force detection unit 46 is, for example, disposed on the frame 18, the transmission unit 40, the crank 12, or the pedals 20A, 20B of the human-powered vehicle 10. The human-powered driving force detection unit 46 may also be disposed on the housing 40A of the transmission unit 40. The human-powered driving force detection unit 46 includes, for example, a torque sensor. The torque sensor is configured to output a signal corresponding to the torque applied to the crank 12 by the human-powered driving force H. For example, in the case where the first one-way clutch is disposed on the power transmission path, it is preferred that the torque sensor is disposed on the upstream side of the power transmission path closer to the first one-way clutch. The torque sensor includes a strain sensor, a magnetostrictive sensor, a pressure sensor, etc. The strain sensor includes a strain gauge.

[0078] The torque sensor is arranged at a component included in the power transmission path or near a component included in the power transmission path. The components included in the power transmission path are, for example, the input shaft 12A, a component that transmits the human driving force H between the input shaft 12A and the first rotating body 24, the crank arms 12B, 12C, or the pedals 20A, 20B. The human driving force detection unit 46 is connected to the control unit 72 via a wireless communication device or a cable. The human driving force detection unit 46 can be of any structure as long as it can obtain information related to the human driving force H. For example, it can also include a sensor for detecting the pressure applied to the pedals 20A, 20B or a sensor for detecting the chain tension.

[0079] The control unit 72 is configured to control the motor 38 for applying a propulsion force to the human-powered vehicle 10. Preferably, the control unit 72 is configured to control the motor 38 according to the human-powered driving force H input to the human-powered vehicle 10. The human-powered driving force H may be represented by torque or power.

[0080] For example, the control unit 72 is configured to control the motor 38 in such a manner that the assist level A of the motor 38 is a predetermined assist level A. The assist level A includes a ratio of the assist force of the motor 38 to the human power driving force H, or a ratio of the assist force of the motor 38 to the rotation speed of the crank 12. The ratio of the assist force of the motor 38 to the human power driving force H is sometimes referred to as an assist ratio. For example, the control unit 72 is configured to control the motor 38 in such a manner that the ratio of the assist force of the motor 38 to the human power driving force H is a predetermined ratio. The human power driving force H corresponds to the propulsion force for the human power driving vehicle 10 generated by the user rotating the crank 12. The assist force corresponds to the propulsion force for the human power driving vehicle 10 generated by the motor 38. The predetermined ratio is not fixed, and may be changed, for example, according to the human power driving force H, according to the rotation speed NC of the input shaft 12A, according to the vehicle speed V, or according to any two or all of the human power driving force H, the rotation speed NC of the input shaft 12A, and the vehicle speed V.

[0081] When the human-powered driving force H and the auxiliary force are expressed by torque, the human-powered driving force H is recorded as human-power torque HT, and the auxiliary force is recorded as auxiliary torque MT. When the human-powered driving force H and the auxiliary force are expressed by power, the human-powered driving force H is recorded as human-power HW, and the auxiliary force is recorded as auxiliary power MW. The ratio may be a torque ratio of the auxiliary torque MT to the human-powered torque HT of the human-powered vehicle 10, or a ratio of the auxiliary power MW of the motor 38 to the human-power HW.

[0082] In the transmission unit 40 of the present embodiment, the crank 12 is connected to the first rotating body 24 without a transmission and the output M of the motor 38 is input to the first rotating body 24. In the case where the crank 12 is connected to the first rotating body 24 without a transmission and the output M of the motor 38 is input to the first rotating body 24, the human driving force H corresponds to the driving force input to the first rotating body 24 by the user rotating the crank 12. In the case where the crank 12 is connected to the first rotating body 24 without a transmission and the output M of the motor 38 is input to the first rotating body 24, the auxiliary force corresponds to the driving force input to the first rotating body 24 by the rotation of the motor 38. In the case where the output M of the motor 38 is input to the first rotating body 24 via a speed reducer, the auxiliary force corresponds to the output of the speed reducer.

[0083] When the motor 38 is provided at the rear wheel 14A, the human-powered driving force H corresponds to the output of the rear wheel 14A driven only by the user. When the motor 38 is provided at the rear wheel 14A, the auxiliary force corresponds to the output of the rear wheel 14A driven only by the motor 38. When the motor 38 is provided at the front wheel 14B, the human-powered driving force H corresponds to the output of the rear wheel 14A driven only by the user. When the motor 38 is provided at the front wheel 14B, the auxiliary force corresponds to the output of the front wheel 14B driven only by the motor 38.

[0084] The control unit 72 controls the motor 38 in such a manner that the assist force is less than the maximum value Mmax. When the output M of the motor 38 is input to the first rotating body 24 and the assist force is represented by torque, the control unit 72 is configured to control the motor 38 in such a manner that the assist torque MT is less than the maximum value MTX. Preferably, the maximum value MTX is a value within a range of 20 Nm to 200 Nm. When the output M of the motor 38 is input to the first rotating body 24 and the assist force is represented by power, the control unit 72 is configured to control the motor 38 in such a manner that the assist power MW is less than the maximum value MWX.

[0085] Preferably, the human-powered vehicle 10 includes an acceleration detection unit 48. The acceleration detection unit 48 is configured to output a signal corresponding to the acceleration in the forward direction of the human-powered vehicle 10. The acceleration detection unit 48 may include an acceleration sensor, and may also include a vehicle speed sensor 42. The acceleration detection unit 48 is connected to the control unit 72 via a wireless communication device or a cable. When the acceleration detection unit 48 includes the vehicle speed sensor 42, the control unit 72 obtains information related to the acceleration in the forward direction of the human-powered vehicle 10 by differentiating the vehicle speed V.

[0086] The control unit 72 may also be configured to calculate the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 based on the output of the acceleration detection unit 48. The larger the value of the deceleration D, the greater the deceleration amplitude. The greater the deceleration D, the greater the reduction amplitude of the vehicle speed V of the human-powered vehicle 10.

[0087] The human-powered vehicle 10 includes a transmission 56. The transmission 56 is configured to be arranged in the transmission path of the human-powered driving force H in the human-powered vehicle 10 and to be used to change the speed ratio R. The transmission 56 has a plurality of gear stages. The speed ratios R corresponding to the respective gear stages are different from each other. The number of gear stages is, for example, in the range of 3 to 30. The speed ratio R is the ratio of the rotational speed of the driving wheel to the rotational speed NC of the input shaft 12A. In the present embodiment, the driving wheel is the rear wheel 14A. The transmission 56 includes, for example, at least one of a front derailleur, a rear derailleur, and an internal transmission. When the transmission 56 includes an internal transmission, the internal transmission is, for example, arranged on the hub of the rear wheel 14A. The internal transmission may also include a CVT.

[0088] When the transmission 56 includes a front derailleur, the transmission 56 includes a first rotating body 24, and the first rotating body 24 includes a plurality of front sprockets. When the transmission 56 includes a rear derailleur, the transmission 56 includes a second rotating body 26, and the second rotating body 26 includes a plurality of rear sprockets. The transmission 56 includes an electric transmission, which is configured to be actuated by an actuator. The actuator includes an electric actuator. The actuator includes, for example, an electric motor. The relationship between the gear ratio R, the rotation speed NW of the drive wheel, and the rotation speed NC of the input shaft 12A is expressed by equation (1).

[0089] Formula (1): Speed ​​ratio R = speed NW / speed NC

[0090] The rotation speed NW of the drive wheel and the rotation speed NC of the input shaft 12A may be the rotation speed per unit time, respectively. The rotation speed NW of the drive wheel may be replaced by the number of teeth of the front sprocket, and the rotation speed NC of the input shaft 12A may be replaced by the number of teeth of the rear sprocket.

[0091] The control unit 72 controls the motor 38 based on first information related to the current speed ratio R of the transmission 56 and second information related to the speed ratio R corresponding to at least one of the first driving state of the human-powered vehicle 10 and the first driving environment of the human-powered vehicle 10. The first driving state includes, for example, at least one of the vehicle speed V of the human-powered vehicle 10, the acceleration of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10, and the rotation speed of the crank 12. The first driving environment includes at least one of the slope, weather, humidity, and brightness of the driving road of the human-powered vehicle 10. The storage unit 74 stores third information corresponding to the speed ratio R of at least one of the first driving state and the first driving environment. The third information includes, for example, a table. The control unit 72 determines the second information based on the third information stored in the storage unit 74. Table 1 shows an example of the third information. In Table 1, a transmission whose speed ratio can be changed in 7 stages is shown. In Table 1, V1<V2<V3<V4<V5<V6<V7. In Table 1, R1<R2<R3<R4<R5<R6<R7.

[0092] (Table 1)

[0093] The speed V of the human-powered vehicle 10 Speed ​​ratio R 0 or more and less than V1 R1 V1 or higher and less than V2 R2 V2 or higher and less than V3 R3 V3 or higher and less than V4 R4 V4 or higher and less than V5 R5 V5 or higher and less than V6 R6 V6 or higher and less than V7 R7

[0094] Preferably, the human-powered vehicle 10 includes a speed change state detection unit 58. The speed change state detection unit 58 is configured to detect the first information. When the transmission 56 is a derailleur, the speed change state detection unit 58 outputs a signal corresponding to the position of the derailleur. The speed change state detection unit 58 may also output a signal corresponding to the operating position of the speed change operating device. When the speed change operating device is connected to the transmission 56 via a Bowden cable, the speed change state detection unit 58 may also output a signal corresponding to at least one of the position of the Bowden cable and the movement of the Bowden cable. The speed change state detection unit 58 includes, for example, a magnetic sensor, an optical sensor, or a potentiometer. The speed change state detection unit 58 is connected to the control unit 72 via a wireless communication device or a cable.

[0095] Preferably, when the first information is different from the second information, the control unit 72 performs a first process or a second process, in which the first process at least one of the assistance level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 is increased, and in which the second process at least one of the assistance level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 is reduced.

[0096] Preferably, when the first information and the second information are different, the control unit 72 performs the first processing or the second processing according to at least one of the second driving state of the human-powered vehicle 10 and the second driving environment of the human-powered vehicle 10. Preferably, the second driving state is the same as the first driving state. Preferably, the second driving environment is the same as the first driving environment. When the first information and the second information are different, the control unit 72 performs the first processing or the second processing according to at least one of the first driving state of the human-powered vehicle 10 and the first driving environment of the human-powered vehicle 10.

[0097] Preferably, the control unit 72 is configured to control the transmission 56. Preferably, when the first information and the second information are different, the control unit 72 controls the transmission 56 so that the first information and the second information are consistent. Preferably, when the first information and the second information are different, the control unit 72 performs a third process of controlling the transmission 56 so that the first information and the second information are consistent.

[0098] Preferably, the control unit 72 performs the third process after performing the first process when performing the first process, and performs the second process if the first information is consistent with the second information. Preferably, the control unit 72 performs the third process after performing the second process when performing the second process, and performs the first process if the first information is consistent with the second information.

[0099] Reference Figure 3, to explain the process of switching the control unit 72 to control the control state of the motor 38. For example, if power is supplied to the control unit 72, the control unit 72 starts processing and enters Figure 3 Step S11 of the flowchart shown in FIG. Figure 3 When the flowchart ends, the control unit 72 repeats the processing starting from step S11 after a predetermined period until the supply of power is stopped.

[0100] In step S11, the control unit 72 determines whether the first information and the second information are different. If the first information and the second information are the same, the control unit 72 ends the process. If the first information and the second information are different, the control unit 72 proceeds to step S12.

[0101] In step S12, the control unit 72 determines whether to execute the first process. In the case of executing the first process, the control unit 72 proceeds to step S13. In the present embodiment, for example, when the speed ratio R corresponding to the first information is smaller than the speed ratio R corresponding to the second information, the control unit 72 executes the first process. In this case, the situation where the motor assist force is insufficient when the human-powered vehicle 10 suddenly decelerates is suppressed. For example, when the speed ratio R corresponding to the first information is larger than the speed ratio R corresponding to the second information, the control unit 72 executes the first process. In this case, even if the actual speed ratio R is larger than the ideal speed ratio R, the load on the rider can be prevented from increasing.

[0102] In step S13, the control unit 72 performs the first process and then proceeds to step S14. In step S14, the control unit 72 performs the third process and then proceeds to step S15. In step S15, the control unit 72 determines whether the first information is consistent with the second information. In the case where the first information is inconsistent with the second information, the control unit 72 performs the process of step S15 again. If the first information is consistent with the second information, the control unit 72 proceeds to step S16.

[0103] In step S16, the control unit 72 executes the second process, and then ends the process. Preferably, in step S16, the control unit 72 reduces at least one of the assist level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 to at least one of the assist level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 before the second process of step S13 is executed. Preferably, in step S16, the control unit 72 reduces at least one of the assist level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 to at least one of the assist level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 before the second process of step S13 is executed.

[0104] In step S12, if the first process is not executed, the control unit 72 proceeds to step S18. In step S18, the control unit 72 executes the second process and then proceeds to step S19. In step S19, the control unit 72 executes the third process and then proceeds to step S20. In step S20, the control unit 72 determines whether the first information is consistent with the second information. In the case that the first information is inconsistent with the second information, the control unit 72 executes the process of step S20 again. In the case that the first information is consistent with the second information, the control unit 72 proceeds to step S21.

[0105] In step S21, the control unit 72 executes the first process and then ends the process. Preferably, in step S21, the control unit 72 increases at least one of the assist level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 to at least one of the assist level A of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 before executing the second process of step S18.

[0106] <Second embodiment>

[0107] Reference Figure 2 and Figure 4 , the control device 70 of the second embodiment is described. The control device 70 of the second embodiment performs Figure 4 The flowchart processing is replaced by Figure 3 The control device 70 of the second embodiment has the same structure as the control device 70 of the first embodiment except for the processing in the flowchart. Therefore, the same reference numerals as those of the first embodiment are attached to the structures of the control device 70 of the second embodiment that are common to the first embodiment, and duplicate descriptions are omitted.

[0108] In this embodiment, the control unit 72 is configured to, when the first information and the second information are different, execute a third process of controlling the transmission 56 in a manner that makes the first information consistent with the second information, and when the first information and the second information are different, change the order of the first process and the third process, or the order of the second process and the third process, based on at least one of the third driving state of the human-powered vehicle 10 and the third driving environment of the human-powered vehicle 10.

[0109] Preferably, at least one of the third driving state of the human-powered vehicle 10 and the third driving environment of the human-powered vehicle 10 includes information related to the vehicle speed V of the human-powered vehicle 10. When both the control state of the motor 38 and the speed ratio R are changed and the vehicle speed V of the human-powered vehicle 10 is reduced, the control unit 72 may change the speed ratio R after changing the control state of the motor 38. When both the control state of the motor 38 and the speed ratio R are changed and the vehicle speed V of the human-powered vehicle 10 is reduced, the control unit 72 may also change the control state of the motor 38 after changing the speed ratio R. Preferably, the case where the vehicle speed V of the human-powered vehicle 10 is reduced includes the case where the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is greater than the first deceleration D1. The first deceleration D1 is preferably greater than 3 km / h / second and less than 8.5 km / h / second. For example, the first deceleration D1 is set according to the deceleration D when the driving road of the human-powered vehicle 10 suddenly changes from a downhill slope to an uphill slope. Preferably, the deceleration of the vehicle speed V of the human-powered vehicle 10 may include a case where the first deceleration D1 is greater than or equal to the fifth deceleration D5. The fifth deceleration D5 is greater than the first deceleration D1. For example, the fifth deceleration D5 is greater than or equal to 4 km / h / second and less than or equal to 7 km / h / second.

[0110] For example, the control unit 72 is configured such that, when the first process and the third process are executed, when the deceleration D is greater than or equal to the first deceleration D1, the third process is executed after the first process is executed, and when the deceleration D is less than the first deceleration D1, the first process is executed after the third process is executed. For example, when the first process and the third process are executed and the transmission 56 is controlled in a manner to reduce the speed ratio R, the control unit 72 is configured such that, when the deceleration D is greater than or equal to the first deceleration D1, the third process is executed after the first process is executed, and when the deceleration D is less than the first deceleration D1, the first process is executed after the third process is executed.

[0111] For example, the control unit 72 is configured to execute the third process before executing the second process when the deceleration D is greater than the first deceleration D1, and to execute the second process before executing the third process when the deceleration D is less than the first deceleration D1.

[0112] Reference Figure 4 , to illustrate the process of the control unit 72 controlling the motor 38 and the transmission 56. For example, if power is supplied to the control unit 72, the control unit 72 starts processing and enters Figure 4 Step S31 of the flowchart shown in FIG. Figure 4 When the flowchart ends, the control unit 72 repeatedly executes the processing starting from step S31 after a predetermined period until the supply of power is stopped.

[0113] In step S31, the control unit 72 determines whether the first information and the second information are different. If the first information and the second information are the same, the control unit 72 ends the process. If the first information and the second information are different, the control unit 72 proceeds to step S32.

[0114] In step S32, the control unit 72 determines whether to execute the first process. In the case of executing the first process, the control unit 72 proceeds to step S33. In the present embodiment, for example, when the speed ratio R corresponding to the first information is smaller than the speed ratio R corresponding to the second information, the control unit 72 executes the first process. In this case, the situation where the auxiliary force of the motor 38 is insufficient when the human-powered vehicle 10 suddenly decelerates is suppressed. For example, when the speed ratio R corresponding to the first information is larger than the speed ratio R corresponding to the second information, the control unit 72 executes the first process. In this case, even if the actual speed ratio R is larger than the ideal speed ratio R, the increase in the rider's load can be suppressed.

[0115] In step S33 , the control unit 72 determines the order of the first process and the third process according to at least one of the third driving state and the third driving environment, and then proceeds to step S34 .

[0116] In step S34, the control unit 72 executes the first process and the third process, and then proceeds to step S35. In step S34, the control unit 72 executes the first process and the third process in the order determined in step S33.

[0117] In step S35, the control unit 72 determines whether the first information and the second information are consistent. If the first information and the second information are inconsistent, the control unit 72 executes the process of step S35 again. If the first information and the second information are consistent, the control unit 72 proceeds to step S36. In step S36, the control unit 72 executes the second process and then ends the process. The process of step S36 is the same as that of step S36. Figure 3 The process is the same as step S16, so the description is omitted.

[0118] In step S32, if the first process is not executed, the control unit 72 proceeds to step S37. In step S37, the control unit 72 determines the order of the second process and the third process according to at least one of the third driving state and the third driving environment, and then proceeds to step S38.

[0119] In step S38, the control unit 72 executes the second process and the third process, and then proceeds to step S39. In step S39, the control unit 72 executes the second process and the third process in the order determined in step S38.

[0120] In step S39, the control unit 72 determines whether the first information and the second information are consistent. If the first information and the second information are inconsistent, the control unit 72 executes the process of step S39 again. If the first information and the second information are consistent, the control unit 72 proceeds to step S40.

[0121] In step S40, the control unit 72 executes the first process and then ends the process. Figure 3 The process is the same as step S21, so the description is omitted.

[0122] <Third Embodiment>

[0123] refer to Figure 2 and Figure 5 , the control device 70 of the third embodiment is described. The control device 70 of the third embodiment performs Figure 5 The flowchart processing is replaced by Figure 3 Therefore, the same reference numerals as those in the first and second embodiments are added to the common structures in the control device 70 of the third embodiment, and repeated descriptions are omitted.

[0124] The control unit 72 is configured to control the motor 38 and the transmission 56. When changing both the control state of the motor 38 and the speed ratio R, the control unit 72 changes the order of the first change process for changing the control state of the motor 38 and the second change process for changing the speed ratio R according to at least one of the fourth driving state of the human-powered vehicle 10 and the fourth driving environment of the human-powered vehicle 10. The first change process may be the same as the first process. The second change process may be the same as the second process. The fourth driving state may be the same as the first driving state. The fourth driving environment may be the same as the first driving environment.

[0125] For example, when changing both the control state of the motor 38 and the speed ratio R, the control unit 72 may increase at least one of the assist level A of the motor 38, the maximum value of the output M of the motor 38, and the output M of the motor 38 according to a decrease in the vehicle speed V of the human-powered vehicle 10.

[0126] For example, when changing both the control state of the motor 38 and the speed ratio R, the control unit 72 may reduce at least one of the assist level A of the motor 38, the maximum value of the output M of the motor 38, and the output M of the motor 38 according to the reduction in the vehicle speed V of the human-powered vehicle 10.

[0127] Preferably, at least one of the fourth driving state of the human-powered vehicle 10 and the fourth driving environment of the human-powered vehicle 10 includes information related to the vehicle speed V of the human-powered vehicle 10. When both the control state of the motor 38 and the speed ratio R are changed and the vehicle speed V of the human-powered vehicle 10 is reduced, the control unit 72 changes the speed ratio R using the transmission 56 after changing the control state of the motor 38. Preferably, when both the control state of the motor 38 and the speed ratio R are changed and the vehicle speed V of the human-powered vehicle 10 is reduced, the control unit 72 changes the control state of the motor 38 after changing the speed ratio R. Preferably, the case where the vehicle speed V of the human-powered vehicle 10 is reduced includes the case where the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is greater than the first deceleration D1.

[0128] For example, the control unit 72 is configured such that, when the first change process and the second change process are executed, when the deceleration D is greater than the first deceleration D1, the second change process is executed after the first change process is executed, and when the deceleration D is less than the first deceleration D1, the first change process is executed after the second change process is executed. For example, when the first change process and the second change process are executed and the transmission 56 is controlled in a manner to reduce the speed ratio R, when the deceleration D is greater than the first deceleration D1, the second change process is executed after the first change process is executed, and when the deceleration D is less than the first deceleration D1, the first change process is executed after the second change process is executed.

[0129] Reference Figure 5 , to illustrate the process of the control unit 72 controlling the motor 38 and the transmission 56. For example, if power is supplied to the control unit 72, the control unit 72 starts processing and enters Figure 5 Step S41 of the flowchart shown in FIG. Figure 5 When the flowchart ends, the control unit 72 repeats the processing starting from step S41 after a predetermined period until the power supply is stopped.

[0130] In step S41 , the control unit 72 determines whether to change both the control state of the motor 38 and the speed ratio R. If both the control state of the motor 38 and the speed ratio R are not changed, or if only one of them is changed, the control unit 72 ends the process.

[0131] When the control state of the motor 38 and the speed ratio R are changed in step S41, the control unit 72 proceeds to step S42. In step S42, the control unit 72 determines the order of the first change process and the second change process according to at least one of the fourth driving state and the fourth driving environment, and then proceeds to step S43.

[0132] In step S43, the control unit 72 executes the first change process and the second change process according to the order determined in step S42. In step S43, after the control unit 72 starts the second change process, if the first information and the second information are consistent, the control state of the motor 38 can be changed to the control state of the motor 38 before the first change process is executed.

[0133] In this embodiment, the deceleration D can also be replaced by the deceleration energy. The deceleration energy is 1 / 2×M×V 2 Indicates. M can be the weight of the human-powered vehicle 10, or it can be the total value of the weight of the human-powered vehicle 10 and the weight of the rider. Information related to the weight of the human-powered vehicle 10, or information related to the total value of the weight of the human-powered vehicle 10 and the weight of the rider is stored in the storage unit 74. The first deceleration D1 and the fifth deceleration D5 are changed to values ​​corresponding to the deceleration energy. For example, in the case of deceleration from 10 km per hour and in the case of deceleration from 35 km per hour, even if the deceleration D is equal, the deceleration energy is different, so the control unit 72 can also use the deceleration energy to change the order of the first process and the third process, or the order of the second process and the third process.

[0134] <Fourth embodiment>

[0135] Reference Figure 2 and Figure 6 , the control device 70 of the fourth embodiment is described. The control device 70 of the fourth embodiment performs Figure 6 The flowchart processing is replaced by Figure 3 The control device 70 of the fourth embodiment has the same structure as the control device 70 of the first embodiment except for the processing of the flowchart. Therefore, the same symbols as those of the first embodiment, the second embodiment and the third embodiment are added to the structures in the control device 70 of the fourth embodiment that are common to the first embodiment, the second embodiment and the third embodiment, and repeated descriptions are omitted.

[0136] In the present embodiment, the control unit 72 is configured to control the motor 38 and the transmission 56. When a first speed change condition is satisfied, the control unit 72 changes the speed ratio R through the transmission 56 while reducing the assist level of the motor 38 or maintaining the assist level of the motor 38. When a second speed change condition different from the first speed change condition is satisfied, the control unit 72 changes the speed ratio R through the transmission 56 while increasing the assist level A of the motor 38.

[0137] Preferably, when the vehicle speed V of the human-powered vehicle 10 decreases, at least one of the first speed change condition and the second speed change condition is satisfied. Preferably, when the deceleration D of the human-powered vehicle 10 in the direction of travel of the human-powered vehicle 10 is greater than the second deceleration D2, one of the first speed change condition and the second speed change condition is satisfied. Preferably, when the deceleration D of the human-powered vehicle 10 in the direction of travel of the human-powered vehicle 10 is less than the second deceleration D2, the other of the first speed change condition and the second speed change condition is satisfied. For example, the second deceleration D2 is equal to the first deceleration D1.

[0138] Reference Figure 6 , to illustrate the process of the control unit 72 controlling the motor 38 and the transmission 56. For example, if power is supplied to the control unit 72, the control unit 72 starts processing and enters Figure 6 Step S51 of the flowchart shown in FIG. Figure 6 When the flowchart ends, the control unit 72 repeats the processing starting from step S51 after a predetermined period until the power supply is stopped.

[0139] In step S51, the control unit 72 determines whether the speed change condition is met. When the speed of the human-powered vehicle decreases by more than a predetermined speed, the control unit 72 determines that the speed change condition is met. The predetermined speed is, for example, a speed in the range of 1 km per hour to 10 km per hour. When the speed change condition is met, the control unit 72 proceeds to step S52. When the speed change condition is not met, the control unit 72 ends the process. In step S52, the control unit 72 determines whether the first speed change condition is met. When the first speed change condition is met, the control unit 72 proceeds to step S53. In step S53, while reducing the assist level A or maintaining the assist level A, the control unit 72 changes the speed ratio R through the transmission 56, and then ends the process.

[0140] In step S53, when the assist level A is reduced, if the change of the speed ratio R is completed, the control unit 72 may increase the assist level A. Preferably, in step S53, when the assist level A is reduced, if the change of the speed ratio R is completed, the control unit 72 returns the assist level A to the assist level A before the reduction.

[0141] In step S52, if the first speed change condition is not satisfied, the control unit 72 proceeds to step S54. In step S54, the control unit 72 determines whether the second speed change condition is satisfied. In step S54, if the second speed change condition is satisfied, the control unit 72 proceeds to step S55. In step S55, the control unit 72 changes the speed ratio R through the transmission 56 while increasing the assist level A, and then ends the process.

[0142] In step S55, when the assist level A is increased, if the change of the speed ratio R is completed, the control unit 72 may reduce the assist level A. Preferably, in step S55, when the assist level A is increased, if the change of the speed ratio R is completed, the control unit 72 returns the assist level A to the assist level A before the increase. Preferably, in step S55, when the assist level A is increased, if the change of the speed ratio R is completed, the control unit 72 returns the assist level A to the assist level A immediately before the increase.

[0143] In step S54, when the second speed change condition is not satisfied, the control unit 72 proceeds to step S56. In step S56, the control unit 72 changes the speed ratio R by the transmission 56 while maintaining the assist level A, and then ends the process.

[0144] <Fifth embodiment>

[0145] Reference Figure 7 to Figure 9 , the control device 70 of the fifth embodiment is described. The control device 70 of the fifth embodiment is Figure 3 , Figure 4 , Figure 5 and Figure 6 Based on the processing in any of the flowcharts, execute Figure 8 and Fig. 9 The control device 70 of the fifth embodiment has the same structure as the control device 70 of any one of the first to fourth embodiments, except for the processing of at least one flowchart in the fifth embodiment. Therefore, the same symbols as those of the first to fourth embodiments are added to the structures in the control device 70 of the fifth embodiment that are common to the first to fourth embodiments, and repeated descriptions are omitted.

[0146] The control unit 72 is configured to control the assembly 60 for the human-powered vehicle based on information related to the vehicle speed V of the human-powered vehicle 10 . The assembly 60 includes at least one of at least one suspension device 62 and an adjustable seat post 64 .

[0147] The suspension device 62 includes an electric actuator for moving the suspension device 62. The suspension device 62 also includes a drive circuit that controls the power applied to the electric actuator. The electric actuator includes an electric motor. The electric motor included in the electric actuator may also be replaced with a solenoid. The drive circuit drives the electric actuator according to a control signal from the control unit 72.

[0148] The suspension device 62 includes at least one of a rear suspension device and a front suspension device 62A. The suspension device 62 is used to absorb the impact applied to the wheel 14. The suspension device 62 can be a hydraulic suspension or an air suspension. The suspension device 62 includes a first part and a second part embedded in the first part and movable relative to the first part. The action state of the suspension device 62 includes, for example: a locked state that restricts the relative movement of the first part and the second part; and a locked release state that allows the relative movement of the first part and the second part. The electric actuator is used to switch the action state of the suspension device 62. The locked state of the suspension device 62 may include a state in which the first part and the second part move slightly relative to each other when the wheel 14 is subjected to a strong force. The action state of the suspension device 62 may include at least one of a plurality of action states with different damping forces and a plurality of action states with different stroke amounts, instead of the locked state and the locked release state, or include at least one of a plurality of action states with different damping forces and a plurality of action states with different stroke amounts on the basis of including the locked state and the locked release state.

[0149] The rear suspension device is configured to be provided on the frame 18 of the human-powered vehicle 10. The rear suspension is provided between the frame body of the frame 18 and the swing arm supporting the rear wheel 14A. The rear suspension device is used to absorb the impact applied to the rear wheel 14A. The front suspension device 62A is provided between the frame 18 of the human-powered vehicle 10 and the front wheel 14B. The front suspension is provided on the front fork 30. The front suspension device 62A is used to absorb the impact applied to the front wheel 14B.

[0150] The adjustable seat post 64 includes an electric actuator. The adjustable seat post 64 also includes a drive circuit that controls the power applied to the electric actuator. The electric actuator includes an electric motor. The electric motor included in the electric actuator may also be replaced by a solenoid. The drive circuit drives the electric actuator according to a control signal from the control unit 72. The adjustable seat post 64 is configured to be provided on the seat tube and used to change the height of the seat. The adjustable seat post 64 includes an electric seat post that uses the force of the electric actuator to extend and retract the seat post or a mechanical seat post that uses the force of the electric actuator to control a valve so that the seat post is extended by the force of at least one of a spring and air and is retracted by applying human power. The mechanical seat post includes a hydraulic seat post or a hydraulic and pneumatic seat post.

[0151] In the case where the assembly 60 includes at least one suspension device 62, for example, the at least one suspension device 62 includes a front suspension device 62A, when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is greater than the third deceleration D3, the control unit 72 controls the front suspension device 62A in a manner to increase the hardness of the front suspension device 62A. For example, the third deceleration D3 is equal to the first deceleration D1. The value of the third deceleration D3 may also be greater than the first deceleration D1.

[0152] Reference Figure 8 , to explain the process of switching the control unit 72 to control the control state of the front suspension device 62A. For example, if power is supplied to the control unit 72, the control unit 72 starts processing and enters Figure 8 Step S61 of the flowchart shown in FIG. Figure 8 When the flowchart ends, the control unit 72 repeats the processing starting from step S61 after a predetermined period until the power supply is stopped.

[0153] In step S61, the control unit 72 determines whether the deceleration D is greater than or equal to the third deceleration D3. When the deceleration D is not greater than or equal to the third deceleration D3, the control unit 72 ends the process. When the deceleration D is greater than or equal to the third deceleration D3, the control unit 72 proceeds to step S62. In step S62, the control unit 72 controls the front suspension device 62A in such a manner that the hardness of the front suspension device 62A is increased, and then ends the process. When the front suspension device 62A is in the unlocked state, in step S62, the control unit 72 changes the front suspension device 62A to the locked state.

[0154] The control unit 72 may also be configured to control the front suspension device 62A so as to increase the hardness of the front suspension device 62A when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is greater than or equal to the third deceleration D3 and less than or equal to the sixth deceleration D6. The third deceleration D3 is equal to the first deceleration D1, and the sixth deceleration D6 is equal to the fifth deceleration D5.

[0155] In the case where the assembly 60 includes the adjustable seat post 64, for example, if the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is greater than the fourth deceleration D4, the control unit 72 controls the adjustable seat post 64 in a manner of reducing the length of the adjustable seat post 64. For example, the fourth deceleration D4 is equal to the first deceleration D1. The value of the fourth deceleration D4 may also be greater than the first deceleration D1.

[0156] Reference Fig. 9 , to illustrate the process of the control unit 72 controlling the adjustable seat post 64. For example, if power is supplied to the control unit 72, the control unit 72 starts processing and enters Fig. 9 Step S63 of the flowchart shown in FIG. Fig. 9 When the flowchart ends, the control unit 72 repeats the processing starting from step S63 after a predetermined period until the power supply is stopped.

[0157] In step S63, the control unit 72 determines whether the deceleration D is greater than or equal to the fourth deceleration D4. If the deceleration D is not greater than or equal to the fourth deceleration D4, the control unit 72 ends the process. If the deceleration D is greater than or equal to the fourth deceleration D4, the control unit 72 proceeds to step S64. In step S64, the control unit 72 controls the adjustable seat post 64 so that the length of the adjustable seat post 64 is reduced, and then ends the process.

[0158] The control unit 72 may also be configured to control the adjustable seat rod 64 so as to reduce the length of the adjustable seat rod 64 when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is greater than or equal to the fourth deceleration D4 and less than or equal to the seventh deceleration D7. The fourth deceleration D4 is equal to the first deceleration D1, and the seventh deceleration D7 is equal to the fifth deceleration D5.

[0159] <Modification>

[0160] The descriptions related to the embodiments are examples of the methods that can be adopted by the control device for the human-powered vehicle according to the present invention, but are not intended to limit the methods. The control device for the human-powered vehicle according to the present disclosure can adopt, for example, the modified examples of the embodiments shown below, and the combination of at least two modified examples that do not contradict each other. In the following modified examples, the same symbols as the embodiments are added to the common parts with the embodiments, and their descriptions are omitted.

[0161] The control unit 72 may also be replaced by Figure 3 In step S15, the control unit 72 may determine "yes" when a predetermined first period has passed after the first process or the third process is started. Figure 4 In step S35, when a predetermined first period has elapsed after the first process or the third process is started, it is determined as "YES".

[0162] The control unit 72 may also be replaced by Figure 3 Step S20 and Figure 4 At least one of the steps S40 or on the basis of this, when a predetermined second period has passed after the second process or the third process is started, the determination is "yes". The control unit 72 may also replace Figure 3 Step S20 and Figure 4 In at least one of steps S40 or on the basis of this, when a predetermined second period has elapsed after the second process or the third start process is started, it is determined as "Yes".

[0163] Fifth embodiment Figure 8 and Fig. 9 The processing of the flowchart may be executed independently of the first to fourth embodiments.

[0164] The expression "at least one" used in this specification means that the desired option is "one or more". As an example, when the number of options is two, the expression "at least one" used in this specification means "only one option" or "both of the two options". As another example, when the number of options is three or more, the expression "at least one" used in this specification means "only one option" or "a combination of any two or more options".

[0165] Explanation of symbols:

[0166] 10…human-powered vehicle; 38…motor; 56…transmission; 60…assembly; 62…suspension device; 62A…front suspension device; 64…adjustable seat post; 70…control device; 72…control unit.

Claims

1. A control device, which is a control device for a human-powered vehicle, and comprises: a control unit configured to control a motor for applying a propulsion force to the human-powered vehicle, and a transmission configured to be provided on a transmission path of the human-powered vehicle and used to change a gear ratio, When both the control state of the motor and the speed ratio are changed, the control unit changes the order of the first change processing and the second change processing according to at least one of the fourth driving state of the human-powered vehicle and the fourth driving environment of the human-powered vehicle, wherein the control state of the motor is changed in the first change processing and the speed ratio is changed in the second change processing.

2. The control device according to claim 1, wherein: The control unit increases at least one of an assist level of the motor, a maximum value of an output of the motor, and an output of the motor in response to a decrease in a vehicle speed of the human-powered vehicle.

3. The control device according to claim 1, wherein: The control unit reduces at least one of an assist level of the motor, a maximum value of an output of the motor, and an output of the motor in response to a reduction in a vehicle speed of the human-powered vehicle.

4. The control device according to any one of claims 1 to 3, wherein: At least one of the fourth driving state of the human-powered vehicle and the fourth driving environment of the human-powered vehicle includes information related to the vehicle speed of the human-powered vehicle.

5. The control device according to claim 4, wherein: When both the control state of the motor and the speed ratio are changed and the vehicle speed of the human-powered vehicle decreases, the control unit changes the speed ratio through the transmission after changing the control state of the motor.

6. The control device according to claim 4, wherein: When both the control state of the motor and the speed ratio are changed and the vehicle speed of the human-powered vehicle decreases, the control unit changes the control state of the motor after changing the speed ratio.

7. The control device according to claim 5 or 6, wherein: The case where the speed of the human-powered vehicle decreases includes a case where the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a first deceleration.

8. A control device, which is a control device for a human-powered vehicle, and comprises: a control unit configured to control a motor for applying a propulsion force to the human-powered vehicle, and a transmission configured to be provided on a transmission path of the human-powered vehicle and used to change a gear ratio, The control unit is configured as follows: When a first speed change condition is satisfied, the speed ratio is changed by the transmission in a state where the assist level of the motor is reduced or the assist level of the motor is maintained, When a second speed change condition different from the first speed change condition is satisfied, the speed ratio is changed by the transmission in a state where the assist level of the motor is increased.

9. The control device according to claim 8, wherein: When the vehicle speed of the human-powered vehicle decreases, one of the first speed change condition and the second speed change condition is satisfied.

10. The control device according to claim 8 or 9, wherein: When the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a second deceleration, at least one of the first speed change condition and the second speed change condition is satisfied.

11. The control device according to claim 9 or 10, wherein: A case where the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is smaller than a second deceleration satisfies the other of the first speed change condition and the second speed change condition.

12. The control device according to any one of claims 1 to 11, wherein: The control unit is configured to control the components for the human-powered vehicle based on information related to the vehicle speed of the human-powered vehicle. The assembly includes at least one of at least one suspension device and an adjustable seat post.

13. The control device according to claim 12, wherein: said assembly comprising said at least one suspension device, The at least one suspension device comprises a front suspension device, The control unit controls the front suspension device so as to increase the stiffness of the front suspension device when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a third deceleration.

14. The control device according to claim 13, wherein: The assembly includes the adjustable seat post, The control unit controls the adjustable seat post so that the length of the adjustable seat post decreases when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a fourth deceleration.

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