Control device for human-driven vehicles, method for controlling human-driven vehicles, and computer program

Abstract

Task Providing a control device for a human-driven vehicle, a method for controlling a human-driven vehicle, and a computer program capable of resetting an automatic control setting that performs optimization for each driver. Solution to the problem A control device for a human-powered vehicle includes a processor that reads information from a memory and performs processing.The processor performs processing of obtaining input information related to driving of a human-driven vehicle and performing automatic control on a device provided for the human-driven vehicle by control data of the device, the control data being decided on the basis of the obtained input information, changing a parameter related to the automatic control of the device based on the input information by learning an intervening operation performed on the automatic controller by a driver, and resetting the parameter related to the automatic control changed by learning to predetermined data in a case where a predetermined condition is satisfied.

Description

TECHNICAL FIELD

[0001] The present invention relates to a control device for a human-driven vehicle, a method for controlling a human-driven vehicle and a computer program. BACKGROUND

[0002] A human-powered vehicle is increasingly being equipped with an electric component, and automatic control of an attached device including a transmission, a braking device, and an assist device is achieved. Information related to the automatic control of the attached device is individually learned and optimized to correspond to a driver's physical characteristic, driver preference, and the like (see JP 6985217 B). SUMMARY OF THE INVENTION TECHNICAL PROBLEM

[0003] In a case where the optimization of the automatic control progresses in a direction not intended by the driver, it is desirable that the automatic control can be reset and the learning process can be repeated. As ride-sharing becomes increasingly popular, it is desirable that the optimization of the automatic control can be reset in a case where the driver changes.

[0004] An object of the present disclosure is to provide a control device for a human-driven vehicle, a method for controlling a human-driven vehicle, and a computer program capable of resetting a setting of an automatic controller that performs optimization for each driver. SOLUTION TO THE PROBLEM

[0005] (1) A control device for a human-driven vehicle in accordance with a first aspect of the present invention includes a processor that reads information from a memory and performs processing.The processor performs processing of obtaining input information related to driving of a human-driven vehicle, performing automatic control on a device provided for the human-driven vehicle by control data of the device, the control data being decided based on the obtained input information, changing a parameter related to the automatic control of the device based on the input information by learning an intervening operation performed on the automatic control by a driver, and resetting the parameter related to the automatic control changed by learning to predetermined data in a case where a predetermined condition is satisfied.

[0006] According to the control device of the human-driven vehicle of the first aspect, the setting of the automatic control changed by learning the intervening operation performed by the driver on the automatic control of the human-driven vehicle can be reset based on the predetermined condition.

[0007] (2) In the control device for a human-driven vehicle of a second aspect of the present invention in accordance with the first aspect, the processor executes processing of deciding the control data in accordance with a predetermined control algorithm on the basis of the input information, and resets a parameter of the predetermined control algorithm as the parameter related to the automatic control to the predetermined data in a case where the predetermined condition is satisfied.

[0008] According to the control device for a human-driven vehicle having the second aspect, the setting of the automatic control of the human-driven vehicle can be reset in accordance with the predetermined control algorithm based on the predetermined condition.

[0009] (3) In the control device for a human-driven vehicle of a third aspect of the present invention in accordance with the first or second aspect, the processor performs processing of deciding the control data in accordance with a predetermined control algorithm on the basis of the input information, changing the parameter of the predetermined control algorithm in a case where a probability that a driver performs the intervening operation on the automatic control of the device is determined to be equal to or greater than a predetermined value using an operation probability output model that outputs a probability that a driver performs an intervening operation on the automatic control of the device,and resetting at least one parameter of the output model for an actuation probability and the parameter of the predetermined control algorithm to the predetermined data in a case where the predetermined condition is met.

[0010] According to the control device for a human-driven vehicle of the third aspect, when changing the setting of the automatic control of the human-driven vehicle using the learning model to predict the probability of the driver performing the intervening operation, the change of the setting can be reset in a case where the predetermined condition is satisfied.

[0011] (4) In the control device for a human-driven vehicle of a fourth aspect of the present invention according to the third aspect, the processor changes the parameter of the predetermined control algorithm in a case where the probability output of the operation probability output model is equal to or greater than the predetermined value and it is confirmed that the intervening operation has been performed.

[0012] According to the control device for a human-driven vehicle of the fourth aspect, when changing the setting of the automatic control of the human-driven vehicle using the learning model to predict the probability of the driver performing the intervening operation, the setting is changed in the case where it is confirmed that the intervening operation has been performed. This makes it possible to avoid automatic control that does not conform to the driver's intention.

[0013] (5) In the control device for a human-driven vehicle of a fifth aspect of the present invention, according to the first or second aspect, the processor uses as the predetermined condition that a specific operation is performed on an operating device of the human-driven vehicle, and resets the parameter in a case where the specific operation is performed.

[0014] According to the control device for a human-driven vehicle of the fifth aspect, the setting of the automatic control determined by learning the intervening operation performed on the automatic control of the human-driven vehicle by the driver can be reset based on the condition that the specific operation has been performed on the operation device.

[0015] (6) In the control device for a human-driven vehicle of a sixth aspect of the present invention, according to the first or second aspect, the input information includes a traveling speed of the human-driven vehicle, the parameter is set for each different section of the traveling speed, and the processor performs a reset in a case where it is determined that the parameter of another section is changed under the predetermined condition in which not only a parameter of a section including the traveling speed of the input information but also a parameter of another section is changed.

[0016] According to the control device for a human-driven vehicle according to the sixth aspect, the automatic control setting that is set in accordance with the traveling speed can be reset by learning the interventional operation performed on the automatic control of the human-driven vehicle by the driver. The automatic control setting can be reset based on the condition that it is determined that the traveling speed reaches another traveling section that is different from the traveling speed during traveling.

[0017] (7) In the control device for a human-driven vehicle of a seventh aspect of the present invention according to any one of the first to sixth aspects, the processor makes a report of the reset to a driver in a case where the processor executes a reset.

[0018] According to the control device for a human-driven vehicle of the seventh aspect, the setting of the automatic control of the human-driven vehicle can be reset, and further, the driver can be notified that the setting has been reset.

[0019] (8) In the control device for a human-powered vehicle of an eighth aspect of the present invention according to the seventh aspect, a text, a color, or a brightness reporting the resetting is displayed on a display unit.

[0020] According to the control device for a human-driven vehicle of the eighth aspect, the setting of the automatic control of the human-driven vehicle can be reset, and in addition, the driver can visually recognize that the setting has been reset.

[0021] (9) In the control device for a human-powered vehicle of a ninth aspect of the present invention in accordance with the eighth aspect, the display unit is a display arranged on a handlebar of the human-powered vehicle.

[0022] According to the control device for a human-driven vehicle of the ninth aspect, in addition to being able to reset the setting of the automatic control of the human-driven vehicle, the easily visible display can cause the driver to recognize that the setting has been reset.

[0023] (10) In the control device for a human-driven vehicle of a tenth aspect of the present invention, according to the eighth aspect, the display unit is an information interface device of a driver of the human-driven vehicle.

[0024] According to the control device for a human-driven vehicle of the tenth aspect, the setting of the automatic control of the human-driven vehicle can be reset, and in addition, the reset can be detected by the information interface device normally used by the driver.

[0025] (11) In the control device for a human-powered vehicle of an eleventh aspect of the present invention, according to any one of the first to tenth aspects, the device is a transmission device of the human-powered vehicle, and the input information includes a cadence of a crank in a drive mechanism of the human-powered vehicle, and the processor raises or lowers a reference cadence as the parameter, the reference cadence being compared with the cadence for determining a gear ratio in the transmission device.

[0026] According to the control device for a human-driven vehicle of the eleventh aspect, the parameter related to the setting of the automatic control to be optimized for the driver is the reference cadence for determining the gear ratio of the transmission device, and the change of the reference cadence can be reset.

[0027] (12) In the control device for a human-driven vehicle of a twelfth aspect of the present invention, according to the eleventh aspect, the input information includes a traveling speed of the human-driven vehicle, the reference cadence is set for each different section of the traveling speed, and the processor changes the reference cadence in a section including the traveling speed of the input information while maintaining a difference from a reference cadence in an adjacent section within a predetermined range.

[0028] According to the control device for a human-driven vehicle of the twelfth aspect, the parameter related to the setting of the automatic control to be optimized for the driver is the reference cadence for determining the gear ratio of the transmission device, wherein the reference cadence is set to vary depending on the traveling speed of the human-driven vehicle, and the change in the reference cadence can be reset.

[0029] (13) In the control device for a human-powered vehicle of a thirteenth aspect of the present invention, according to any one of the first to twelfth aspects, the device is a transmission device of the human-powered vehicle, and the input information includes a torque of a crank in a drive mechanism of the human-powered vehicle, and the processor raises or lowers a reference torque as the parameter, the reference torque being compared with the torque for determining a gear ratio in the transmission device.

[0030] According to the control device for a human-driven vehicle of the thirteenth aspect, the parameter related to the setting of the automatic control to be optimized for the driver is the reference torque for determining the gear ratio of the transmission device, and the change of the reference torque can be reset.

[0031] (14) In the control device for a human-powered vehicle of a fourteenth aspect of the present invention according to any one of the first to thirteenth aspects, the device is an assist device of the human-powered vehicle, and the input information includes a cadence of a crank in a drive mechanism of the human-powered vehicle, and the processor raises or lowers a reference cadence as the parameter, the reference cadence being compared with the cadence to determine an output of the assist device.

[0032] According to the control device for a human-driven vehicle of the fourteenth aspect, the parameter related to the setting of the automatic control to be optimized for the driver is the reference cadence for determining the output of the assist device, and the change of the reference cadence can be reset.

[0033] (15) In the control device for a human-driven vehicle of a fifteenth aspect of the present invention, according to the fourteenth aspect, the input information includes a traveling speed of the human-driven vehicle, the reference cadence is set for each different section of the traveling speed, and the processor changes the reference cadence in a section including the traveling speed of the input information while maintaining a difference from a reference cadence in an adjacent section within a predetermined range.

[0034] According to the control device for a human-driven vehicle of the fifteenth aspect, the parameter related to the setting of the automatic control to be optimized for the driver is the reference cadence for determining the output of the assist device, wherein the reference cadence is set to vary depending on the traveling speed of the human-driven vehicle, and the change in the reference cadence can be reset.

[0035] (16) In the control device for a human-powered vehicle of a sixteenth aspect of the present invention according to any one of the first to fifteenth aspects, the device is an assist device of the human-powered vehicle, and the input information includes a torque of a crank in a drive mechanism of the human-powered vehicle, and the processor raises or lowers a reference torque as the parameter, the reference torque being compared with the torque included to determine an output of the assist device.

[0036] According to the control device for a human-driven vehicle of the sixteenth aspect, the parameter related to the setting of the automatic control to be optimized for the driver is the reference torque for determining the output of the assist device, and the change of the reference torque can be reset.

[0037] (17) A method of controlling a human-driven vehicle in accordance with a seventeenth aspect of the present invention is carried out by a computer that receives information from the human-driven vehicle and performs processing, and includes obtaining input information related to driving of a human-driven vehicle, deciding control data of a device provided for the human-driven vehicle on the basis of the obtained input information, changing a parameter related to automatic control of the device on the basis of the input information by learning an intervening operation performed by a driver on the automatic controller, and resetting the parameter related to the automatic control changed by learning to predetermined data in a casein which a predetermined condition is met.,

[0038] According to the method for controlling the human-driven vehicle of the seventeenth aspect, the setting of the automatic control determined by learning the intervening operation performed by the driver on the automatic control of the human-driven vehicle can be reset based on the predetermined condition.

[0039] (18) A computer program in accordance with an eighteenth aspect of the present invention causes a computer that receives information from a human-driven vehicle to process input information related to travel of a human-driven vehicle, decide control data of a device provided for the human-driven vehicle based on the received input information, change a parameter related to automatic control of the device based on the input information by learning an intervening operation performed by a driver on the automatic controller, and reset the parameter related to the automatic control changed by learning to predetermined data in a case where a predetermined condition is satisfied.

[0040] According to the computer program of the eighteenth aspect, the setting of the automatic control, which is determined by learning the intervening operation performed by the driver on the automatic control of the human-driven vehicle, can be reset based on the predetermined condition. ADVANTAGEOUS EFFECTS OF THE INVENTION

[0041] According to the human-driven vehicle control device, the human-driven vehicle control method, and the computer program of the present invention, in a case where the optimization performed in the human-driven vehicle control device goes in a direction deviating from the driver's intention, a reset can be performed. The human-driven vehicle control device equipped with the ride-sharing human-driven vehicle can reset the setting for each driver and learn according to individual preferences. SHORT DESCRIPTION OF THE FIGURES Fig. 1 is a side view of a human-powered vehicle to which a control device according to a first embodiment is attached. Fig. 2 is a block diagram illustrating a configuration of the control device. Fig. 3 is a schematic diagram of a control algorithm of a transmission device by a control unit device. Fig. 4 is a flowchart illustrating an example of a control parameter change process. Fig. 5 is a flowchart illustrating an example of a control parameter reset operation. Fig. Figure 6 is a diagram illustrating the control system for a human-powered vehicle. Fig. 7 is a block diagram illustrating a configuration of a control device in a second embodiment. Fig. 8 is a block diagram illustrating a configuration of an information interface device. Fig. 9 is a flowchart illustrating an example of a change operation of a control parameter in the second embodiment. Fig. 10 is a flowchart illustrating an example of a reset processing operation of the control parameter in the second embodiment. Fig. 11 is a diagram illustrating a display example on a display unit of the information interface device. Fig. 12 is a block diagram illustrating a configuration of a control device in a third embodiment. Fig. Figure 13 is a schematic diagram of an actuation probability output model. Fig. Figure 14 is a schematic diagram illustrating another learning method of the actuation probability output model. Fig. 15 is a flowchart illustrating an example of a change operation of a control parameter in the third embodiment. Fig. 16 is a flowchart illustrating another example of the change process of the control parameters in the third embodiment. Fig. 17 is a flowchart illustrating an example of the control parameter reset operation in the third embodiment. Fig. 18 is a diagram illustrating the setting of a reference cadence in a fourth embodiment. Fig. 19 is a flowchart illustrating an example of the change processing procedure of the reference cadence in the fourth embodiment. Fig. 20 is a flowchart illustrating an example of the change processing procedure of the reference cadence in the fourth embodiment. Fig. Figure 21 is a diagram illustrating a setting of the changed reference cadence. Fig. 22 is a schematic diagram of a control algorithm of a transmission device in a fifth embodiment. Fig. 23 is a flowchart illustrating an example of the change processing procedure of a control parameter in the fifth embodiment. Fig. 24 is a schematic diagram of a control algorithm of a support device in a sixth embodiment. Fig. 25 is a flowchart illustrating an example of a change processing procedure of a control parameter in the sixth embodiment. Fig. 26 is a diagram illustrating a setting of a reference cadence in a seventh embodiment. Fig. 27 is a schematic diagram of a control algorithm of a support device in an eighth embodiment. Fig. 28 is a flowchart illustrating an example of a change operation of a control parameter in the eighth embodiment. DESCRIPTION OF EMBODIMENTS

[0042] The following description of embodiments is an exemplary form that a control device for a human-driven vehicle, a method for controlling a human-driven vehicle, and a computer program according to the present invention may take, and is not intended to be limited to this form. The control device for a human-driven vehicle, the method for controlling a human-driven vehicle, and the computer program according to the present invention may take forms different from the respective embodiments, such as modified examples of the respective embodiments and a form obtained by combining at least two modified examples that do not conflict with each other.

[0043] In the following description of the embodiments, terms indicating directions such as front, rear, forward, backward, left, right, sideways, upward, and downward are used with reference to directions in a state where a rider is seated on a saddle of a human-powered vehicle.

[0044] In the following embodiments, a control device for a human-powered vehicle according to the present invention is referred to as a control device. First embodiment

[0045] Fig. 1 is a side view of a human-powered vehicle 1 to which a control device 100 according to a first embodiment is mounted. The human-powered vehicle 1 is a vehicle that uses human power at least partially as a driving force for locomotion. A vehicle that uses only an internal combustion engine or an electric motor as a driving force is excluded from the human-powered vehicle 1 of the present embodiment. The human-powered vehicle 1 is, for example, a bicycle such as a mountain bike, a road bike, a cross bike, a city bike, or an electric-assisted bicycle (e-bike).

[0046] The human-powered vehicle 1 includes a vehicle body 10, a handlebar 12, a front wheel 14, a rear wheel 16, and a saddle 18. The human-powered vehicle 1 includes a drive mechanism 20, a device 30, an actuator 40, a battery 50, and a sensor 60.

[0047] The vehicle body 10 includes a frame 10A and a front fork 10B. The front wheel 14 is rotatably supported in a pitch direction at a tip end of the front fork 10B. The rear wheel 16 is rotatably supported on the frame 10A. The handlebar 12 is rotatably supported in a yaw direction at the frame 10A. A tip end portion of the handlebar 12 is attached to a base end of the front fork 10B. This allows the handlebar 12 to change the traveling direction of the front wheel 14.

[0048] The drive mechanism 20 includes a crank 21, a first arrangement of gears 23, a second arrangement of gears 25, a chain 27 and a pair of pedals 29.

[0049] The crank 21 includes a crankshaft 21A, a right crank 21B, and a left crank 21C. The crankshaft 21A is rotatably supported in the pitch direction on the frame 10A. The right crank 21B and the left crank 21C are each coupled to the crankshaft 21A. One of the pair of pedals 29 is rotatably supported in the pitch direction on the right crank 21B. The other of the pair of pedals 29 is rotatably supported in the pitch direction on the left crank 21C.

[0050] The first gear assembly 23 is integrally and rotatably coupled to the crankshaft 21A. The first gear assembly 23 includes one or more gears 23A. In one example, the first gear assembly 23 includes a plurality of the gears 23A having different outer diameters.

[0051] The second gear assembly 25 is rotatably supported on a rear hub of the rear wheel 16. The second gear assembly 25 includes one or more gears 25A. In one example, the second gear assembly 25 includes a plurality of gears 25A having different outer diameters.

[0052] The chain 27 is wound around any one of the gears 23A of the first gear assembly 23 and any one of the gears 25A of the second gear assembly 25. When the crank 21 rotates forward due to the human-powered driving forces applied to the pedals 29, the gear 23A rotates forward along with the crank 21, and the rotation of the gear 23A is transmitted via the chain 27 to the gear 25A of the second gear assembly 25. Rotation of the gear 25A causes the rear wheel 16 to rotate. A belt or a shaft may be used instead of the chain 27.

[0053] In one example, the control device 100 is attached to the battery 50, a bicycle computer, a drive unit, or the like of the human-powered vehicle 1. The control device 100 is connected to the device 30, the operating device 40, and the battery 50. Details of the connection type and the control device 100 are described below.

[0054] The human-powered vehicle 1 includes the device 30, which is powered by electric power supplied from the battery 50 and whose operation is controlled by the control device 100. The device 30 includes a transmission device 31, a suspension 33, a seat post 35, a braking device 37, and an assist device 39. The device 30 operates substantially under the control of the control device 100 in accordance with an operation on the operating device 40. A control target of the control device 100 is at least one of the device 30, the transmission device 31, the suspension 33, the seat post 35, the braking device 37, and the assist device 39.

[0055] The transmission device 31 changes the ratio of a rotational speed of the rear wheel 16 to a rotational speed of the crank 21, that is, the gear ratio of the human-powered vehicle 1. The gear ratio is represented by a ratio of an output rotational speed output from the transmission device 31 to an input rotational speed input to the transmission device 31. The gear ratio is expressed by an equation "gear ratio = output rotational speed / input rotational speed." In a first example, the transmission device 31 is an external transmission (rear derailleur) that changes the coupling state between the second gear assembly 25 and the chain 27.In a second example, the transmission device 31 is an external transmission (front derailleur) that changes the coupling state between the first gear assembly 23 and the chain 27. In a third example, the transmission device 31 is an internal transmission provided with the hub of the rear wheel 16. The transmission device 31 can be a continuously variable transmission.

[0056] In one example, the suspension 33 is a front suspension provided to the front fork 10B and which absorbs a shock applied to the front wheel 14. In another example, the suspension 33 may be a rear suspension provided to the frame 10A and which absorbs a shock applied to the rear wheel 16. The suspension 33 includes a motor and can be controlled by rotating or locking the motor in accordance with control data including a damping rate, a stroke amount, and whether to be in a locked state. The suspension 33 may include any of a valve or an electromagnetic valve for controlling the flow path of oil within the suspension 33 and can be controlled by control data including a damping rate, a stroke amount, and whether to be in a locked state.

[0057] The seat post 35 is attached to the frame 10A. The seat post 35 includes a motor. The seat post 35 includes a motor for raising or lowering the seat 18 relative to the frame 10A. The seat post 35 can be controlled by rotating a motor in accordance with control data including an assist position.

[0058] The braking device 37 includes a front braking device 371 configured to brake the front wheel 14 and a rear braking device 372 configured to brake the rear wheel 16. Both the front braking device 371 and the rear braking device 372 include, for example, a rim brake device or a disc brake device. Each of the front braking device 371 and the rear braking device 372 includes a motor or the like that actuates the rim brake device or the disc brake device and can vary a braking force.

[0059] The assist device 39 is a device that assists the human-powered driving force of the human-powered vehicle 1. The assist device 39 is arranged, for example, in the drive unit. The assist device 39 is arranged, for example, on the battery 50. The assist device 39 includes a motor. In one example, the assist device 39 is arranged between the crankshaft 21A and the frame 10A and transmits torque to the first gear assembly 23 to assist the human-powered driving force to the human-powered vehicle 1. In one example, the assist device 39 assists the human-powered driving force to the human-powered vehicle 1 by driving the chain 27, which transmits the driving force to the rear wheel 16 of the human-powered vehicle 1.

[0060] The operating device 40 is provided, for example, on the handlebar 12. The operating device 40 includes an operating device 40A to be operated by the rider. The operating device 40A includes a plurality of buttons. The plurality of buttons are provided separately on the left and right grips. The operating device 40A includes a brake lever. The operating device 40A can be operated by tilting the brake levers provided on the right and left grips forward and backward.

[0061] The operating device 40 includes a shift instruction device 40B. The shift instruction device 40B is, for example, a plurality of buttons included in the operating device 40A. In another example, the shift instruction device 40B is a device attached to a brake lever. Each time the driver performs an operation such as tilting the shift instruction device 40B relative to the brake lever or pressing one of the plurality of buttons, at least one of turning ON / OFF the automatic control of the transmission device 31 and manual operation of the transmission device 31 can be performed. The manual operation includes at least one of increasing a gear ratio and decreasing a gear ratio.The shift instruction device 40B receives operations for increasing and decreasing the gear ratio of the first gear assembly 23, for example, at the right grip from the left and right grips. The shift instruction device 40B receives operations for increasing and decreasing the gear ratio of the second gear assembly 25 at the left grip. The shift instruction device 40B includes a button for switching on / off a synchronization setting for locking the gear ratio in the first gear assembly 23 and the gear ratio in the second gear assembly 25.

[0062] The operating device 40 includes a suspension command device 40C. The suspension command device 40C is, for example, a button included in the operating device 40A. By pressing a button corresponding to the suspension command device 40C, it is possible to adjust control data such as the damping rate and stroke of the suspension.

[0063] The operating device 40 includes a seatpost instruction device 40D. The seatpost instruction device 40D is, for example, a button included in the operating device 40A. By pressing a button corresponding to the seatpost instruction device 40D, a saddle 351 can be raised and lowered.

[0064] The actuating device 40 includes a brake command device 40E. The brake command device 40E is a brake lever. By actuating the brake lever, a rim brake device or a disc brake device of the brake device 37 can be actuated.

[0065] The operating device 40 includes an assistance instruction device 40F. The assistance instruction device 40F is, for example, a button included in the operating device 40A. An assistance mode can be set to one of several levels (high / medium / low) by pressing a button corresponding to the assistance instruction device 40F.

[0066] The operating device 40 includes a reporting unit 40G that provides a report on an operating state. The reporting unit 40G includes a lamp and a display unit 40H, which is a display. The reporting unit 40G may include a speaker. The display unit 40H is a display provided on the handlebar 12 of the human-powered vehicle 1. The operating device 40 reports control states of the transmission device 31, the suspension 33, the seat post 35, the brake device 37, and the assist device 39 to the rider using the reporting unit 40G. The operating device 40 may also cause the reporting unit 40G to provide a report of the control content on the display using text, color, or brightness.

[0067] The actuating device 40 is communicatively connected to the control device 100 so that a signal corresponding to an actuation can be transmitted to the control device 100. The actuating device 40 can be communicatively connected to the transmission device 31, the suspension 33, the seat post 35, the braking device 37, and the assist device 39 so that a signal corresponding to an actuation can be output directly to the transmission device 31, the suspension 33, the seat post 35, the braking device 37, and the assist device 39. In a first example, the actuating device 40 communicates with the control device 100 via a communication link or a power line capable of power line communication (PLC).The actuating device 40 can communicate with the transmission device 31, the suspension 33, the seat post 35, the braking device 37, the assist device 39, and the control device 100 via a communication line or a power line that is PLC-capable. In a second example, the actuating device 40 communicates with the control device 100 via wireless communication. The actuating device 40 can communicate with the transmission device 31, the suspension 33, the seat post 35, the braking device 37, the assist device 39, and the control device 100 via wireless communication.

[0068] The battery 50 includes a battery body 51 and a battery holder 53. The battery body 51 is a storage battery containing one or more battery cells. The battery holder 53 is fixed to the frame 10A of the human-powered vehicle 1. The battery body 51 is attachable to and detachable from the battery holder 53. The battery 50 is electrically connected to the device 30, the actuator 40, and the control device 100, and supplies electrical power as needed. The battery 50 preferably includes a control unit for communicating with the control device 100. The control unit preferably includes a processor using a CPU.

[0069] The human-powered vehicle 1 includes a sensor 60 at various parts for obtaining information related to travel, including the driver's state and the driving environment. The sensor 60 includes a speed sensor 61, an acceleration sensor 62, a torque sensor 63, a cadence sensor 64, a gyro sensor 65, a seat sensor 66, a camera 67, and a position information sensor 68.

[0070] The speed sensor 61 is provided, for example, on the front wheel 14 and transmits a signal corresponding to the number of revolutions per unit time of the front wheel 14 to the controller 100. The controller 100 can calculate a vehicle speed and a travel distance of the human-powered vehicle 1 based on the output of the speed sensor 61.

[0071] The acceleration sensor 62 is mounted, for example, on the frame 10A. The acceleration sensor 62 is a sensor that outputs the vibration of the human-powered vehicle 1 in three axes (the front-back direction, the left-right direction, and the up-down direction) with respect to the frame 10A and is designed to detect the movement and vibration of the human-powered vehicle 1. The acceleration sensor 62 transmits a signal corresponding to the amount of movement and vibration to the controller 100.

[0072] The torque sensor 63 is provided, for example, to measure the torques applied to the right crank 21B and the left crank 21C. The torque sensor 63 transmits to the control device 100 a signal corresponding to the torque measured in at least one of the right crank 21B and the left crank 21C.

[0073] The cadence sensor 64 is provided to measure, for example, the cadence of one of the right cranks 21B or the left crank 21C. The cadence sensor 64 transmits a signal corresponding to the measured cadence to the control device 100.

[0074] The gyro sensor 65 is attached to the frame 10A, for example. The gyro sensor 65 is provided to detect yaw, roll, and pitch rotations of the human-powered vehicle 1. The gyro sensor 65 transmits a signal to the controller 100 that corresponds to an amount of rotation about each of the three axes. Yaw is a rotation about an axis in the up-down direction. Roll is a rotation about an axis in the front-back direction. Pitch is a rotation about an axis in the left-right direction.

[0075] The seat sensor 66 is provided on the inner surface of the saddle 351 to detect whether the rider is sitting on the saddle 351. The seat sensor 66 uses, for example, a piezoelectric sensor and transmits a signal corresponding to the weight applied to the saddle 351 to the control device 100.

[0076] The camera 67 is provided on the front fork 10B so that it faces forward. In a first example, the camera 67 is provided on the front fork 10B together with a light so that they face forward. In a second example, the camera 67 is provided on the handlebar 12. Using the camera module, the camera 67 outputs a video corresponding to the rider's field of view. The camera 67 outputs a video signal obtained by capturing a video of an object located in the traveling direction.

[0077] The position information sensor 68 is attached, for example, to the frame 10A. The position information sensor 68 is provided to detect information related to a position of the human-powered vehicle 1. For example, the position information sensor 68 is provided to detect information related to a longitude and a latitude of the human-powered vehicle 1 on the earth. The position information sensor 68 is, for example, a GPS sensor. The position information sensor 68 transmits a signal corresponding to information about the position of the human-powered vehicle 1 to the control device 100.

[0078] The sensor 60 does not need to include all of the speed sensor 61, the acceleration sensor 62, the torque sensor 63, the cadence sensor 64, the gyro sensor 65, the seat sensor 66, the camera 67 and the position information sensor 68.

[0079] Fig. Figure 2 is a block diagram illustrating a configuration of the control device 100. The control device 100 includes a processing unit 110 and a memory 112.

[0080] The processing unit 110 is a processor that uses a CPU. The processing unit 110 uses built-in memory such as read-only memory (ROM) and random access memory (RAM). The processing unit 110 is a processor that reads information from the built-in memory and the memory 112 to execute processing. The processing unit 110 executes processing functions separately assigned to a device control unit 114, a parameter change unit 116, and a reset unit 118.

[0081] The device control unit 114 executes automatic control processing. The device control unit 114 receives input information about the travel of the human-driven vehicle 1 from the sensor 60. The device control unit 114 controls the device 30 based on control data of the device 30 provided to the human-driven vehicle 1 in accordance with a device control program P14. The control data is determined based on the obtained input information. The device control unit 114 determines the control data using a predetermined control algorithm based on the obtained input information. The device control unit 114 controls an operation of a control target provided to the human-driven vehicle 1 based on the determined control data in accordance with the device control program P14.

[0082] The parameter changing unit 116 changes a parameter to be used for the predetermined control algorithm in accordance with at least one of a result of an interventional operation of the driver on the automatic control by the device control unit 114 and a result of an operation on the operating device 40 by the driver while the automatic control by the device control unit 114 is stopped.

[0083] The resetting unit 118 resets the parameter related to the automatic control, which has been changed by learning by the parameter changing unit 116, to predetermined data in a case where a predetermined condition is satisfied.

[0084] Details of the processing of contents by the device control unit 114, the parameter change unit 116, and the reset unit 118 are described below.

[0085] The memory 112 includes, for example, a non-volatile memory such as a flash memory. The memory 112 stores the device control program P14 and a setting change program P16. The device control program P14 and the setting change program P16 can be obtained by the processing unit 110 reading a device control program P94 and a setting change program P96 stored in a non-volatile storage medium 900 and duplicating the device control program P94 and the setting change program P96, respectively, in the memory 112.

[0086] Memory 112 stores the parameters related to automatic control based on the device control program P14, making them rewritable. The contents of the parameters related to automatic control are described below.

[0087] The processing unit 110 communicates with a control target. The processing unit 110 may itself include a communication unit (not illustrated) for the control target, or the processing unit 110 may be connected to a communication unit for a control target provided within the control device 100. The processing unit 110 preferably includes a connection unit for connecting to a control target or a communication unit.

[0088] The processing unit 110 preferably communicates with the control target via at least one of PLC and CAN communication. The communication performed by the processing unit 110 with the control target is not limited to wired communication, but may also be wireless communication, such as ANT (trade name), ANT+ (trade name), Bluetooth (trade name), Wi-Fi (trade name), or ZigBee (trade name).

[0089] The processing unit 110 is connected to the sensor 60 via a signal line. The processing unit 110 receives input information about the travel of the human-driven vehicle 1 from the signal output by the sensor 60 via the signal line.

[0090] Control contents by the control device 100 configured as described above will be described. On the human-powered vehicle 1, the driver can turn on / off the automatic control for the device 30 included in the operating device 40, and can perform manual operation (an intervention operation in a case where the automatic control is ON) on the device 30 regardless of whether the automatic control is ON or OFF.

[0091] When automatic control is ON, the processing unit 110 of the control device 100 determines the control data through the function of the device control unit 114 and controls the device 30 by transmitting the control data to the device 30. The processing unit 110 determines the control data based on a comparison between the input information input from the sensor 60 and the setting data stored in the memory 112 in accordance with the device control program P14. Hereinafter, the control target will be described as the transmission device 31.

[0092] In a case where the automatic control is ON, the control device 100 compares a cadence obtained from the cadence sensor 64 with a parameter set between an upper limit and a lower limit, determines a gear ratio in accordance with a range within which the cadence is located, and controls the transmission device 31. To be precise, the control device 100 determines the gear ratio so that a cadence during travel remains close to a reference cadence set between the upper limit and the lower limit, and controls the transmission device 31 ( Fig. 3).

[0093] In the case where the automatic control is ON, in a case where the speed obtained from the speed sensor 61 is determined as a speed at an initial time of transition from a stopped state to a traveling start state, the control device 100 may determine the number of front and rear stages in the transmission device 31 and may control the transmission device 31.

[0094] In the case where the automatic control is ON, the control device 100 may compare a torque obtained from the torque sensor 63 with parameters of an upper limit value and a lower limit value, determine a gear ratio in accordance with a range within which the torque lies, and control the transmission device 31.

[0095] In the case where the automatic control is ON, the control device 100 may compare a power calculated based on the cadence obtained from the cadence sensor 64 and the torque obtained from the torque sensor 63 with the parameters of an upper limit value and a lower limit value, determine a gear ratio in accordance with a range within which the power is located, and control the transmission device 31.

[0096] Fig. 3 is a schematic diagram of a control algorithm of the transmission device 31 by the device control unit 114. In the Fig. 3, a control algorithm is described by way of example, the control algorithm being used to perform control such that the cadence of the crank 21 remains close to a reference cadence set between an upper limit and a lower limit during travel. Fig. Figure 3 illustrates a criterion for changing the gear ratio depending on the cadence received from the cadence sensor 64. The vertical direction indicates the magnitude of the cadence. The upper side of Fig. 3 illustrates a higher cadence. The device control unit 114 determines the gear ratio by comparing the cadence with a threshold included in the setting data. For example, in a case where the cadence obtained from the cadence sensor 64 reaches a value equal to or greater than a first threshold that is greater than the reference cadence, the device control unit 114 determines to change the gear ratio to a higher side of the gear ratio OW (outward). On the other hand, in a case where the cadence obtained from the cadence sensor 64 reaches a value equal to or less than a second threshold that is lower than the reference cadence, the device control unit 114 determines to change the gear ratio to a lower side of the gear ratio IW (inward).The device control unit 114 performs control so that the cadence remains close to the reference cadence even after the gear ratio is changed.

[0097] The memory 112 of the control device 100 stores the reference cadence, the first threshold, and the second threshold described above so that they are rewritable as parameters. The parameter change unit 116 updates these parameters as needed. Fig. Figure 4 is a flowchart illustrating an example of a control parameter change process. In a state where automatic control is performed by the device control unit 114, the parameter change unit 116 performs the following processing based on the setting change program P16.

[0098] The parameter changing unit 116 receives input information from the sensor 60 (step S101), waits for a predetermined time (for example, 1 to 3 seconds) (step S103), and determines whether the switching instruction device 40B is operated (step S105).

[0099] In step S101, for the input information such as a cadence, a torque, a vehicle speed, an acceleration, and an inclination that can be obtained from the sensor 60, the parameter changing unit 116 further buffers in the RAM data corresponding to a predetermined period of time (for example, 5 seconds or the like) from the last time point.

[0100] In a case where it is determined that the shift instruction device 40B is operated (S105: YES), the parameter changing unit 116 determines whether a reverse operation of the operation in step S105 is performed on the shift instruction device 40B shortly after the operation in step S105 (for example, within two seconds) (step S107).

[0101] In a case where it is determined that the reverse operation has not been performed (S107: NO), the parameter changing unit 116 determines that an engaging operation is being performed (there is an operation) (step S109). At a time point where it is determined in step S107 that the reverse operation has not been performed, the input information can be obtained after a predetermined time has elapsed.

[0102] The parameter changing unit 116 determines whether the cadence obtained from the cadence sensor 64 is equal to or greater than the reference cadence (step S111). If it is determined that the cadence is equal to or greater than the reference cadence (YES in S111), the driver intends to change the gear ratio to a state where the cadence increases. Therefore, the parameter changing unit 116 lowers the reference cadence, which is a parameter related to automatic control, to facilitate the control of increasing the gear ratio (load control) with the cadence (step S113). In step S113, the parameter changing unit 116 may lower the first threshold (upper limit value) instead of lowering the reference cadence. The processing unit 110 ends the processing of changing the parameter related to automatic control.

[0103] In a case where it is determined in step S111 that the cadence is lower than the reference cadence (NO in S111), the driver intends to change the gear ratio to a state where the cadence decreases. Therefore, the parameter changing unit 116 increases the reference cadence, which is a parameter related to automatic control, to facilitate the gear ratio reduction control (unload control) with the cadence (step S115). In step S115, the parameter changing unit 116 may raise the second threshold (lower limit value) instead of increasing the reference cadence. The processing unit 110 ends the processing of changing the parameter related to automatic control.

[0104] The parameter changing unit 116 may discretely perform the lowering of the reference cadence in step S113 and the increasing of the reference cadence in step S115, rather than continuously changing the reference cadence by adding +1 rpm (revolutions per minute) or the like. In a case where the reference cadence is initially 75 rpm, the parameter changing unit 116 lowers "75" to "70."

[0105] In a case where it is determined in step S105 that the shift instruction device 40B has not been operated (NO in S105), or it is determined in step S107 that the reverse operation is being performed (YES in S107), it is confirmed that the engaging operation has not been performed (there was no operation) (step S117), and the parameter changing unit 116 ends the processing.

[0106] In this way, the automatic control performed by the device control unit 114 is optimized in accordance with the driver's intention to drive the human-driven vehicle 1 in accordance with the situation. The parameter related to the automatic control changed by the above-described parameter changing unit 116 is at least one of the reference cadence, the first threshold, and the second threshold. Without being limited to this, the parameter changing unit 116 may change (relearn) the learning model learned to output the control data in a case where the input information is input, so as to be optimized for the driver.

[0107] The control device 100 changes the parameter as in Fig. 4, but in a case where a predetermined condition is met, the controller 100 resets the parameter related to the learned automatic control to the predetermined data. In the first embodiment, the controller 100 determines a condition that the reset unit 118 performs a specific operation on the actuator 40A as the predetermined condition, and performs the reset in a case where the specific operation is performed. The predetermined condition is not limited to this.

[0108] Fig. 5 is a flowchart illustrating an example of a control parameter reset processing procedure. The reset unit 118 executes the following processing in a predetermined cycle (e.g., 100 milliseconds, 1 second, or the like) based on the setting change program P16, along with the setting change by the parameter change unit 116, which is executed in parallel with the automatic control by the device control unit 114.

[0109] The reset unit 118 determines whether a certain first key included in the operating device 40A is continuously pressed (step S201), and determines whether a certain second key is also continuously pressed (step S203).

[0110] In a case where the reset unit 118 determines that the specific first key is continuously pressed (YES in S201) and determines that the specific second key is also continuously pressed (YES in S203), the reset unit 118 adds a time period during which both keys are pressed (step S205). In step S205, the reset unit 118 may add an actual time corresponding to the predetermined cycle, or it may simply add a count in a predetermined unit corresponding to the number of times both keys are continuously pressed.

[0111] In a case where the reset unit 118 determines in step S201 that the specific first key is not continuously pressed (NO in S201), the reset unit 118 clears the time period during which both keys are pressed to zero (step S207) and ends the processing. Even in a case where the specific first key is continuously pressed (YES in S201), in a case where the reset unit 118 determines in step S203 that the specific second key is not continuously pressed (NO in S203), the reset unit 118 clears the time period during which both keys are pressed to zero (S207) and ends the processing.

[0112] In a case where it is determined that both the first key and the second key are continuously pressed (YES in S201, YES in S203), the reset unit 118 determines whether the duration during which both keys are pressed, which was added in step S205, is equal to or longer than a predetermined reset time (step S209).

[0113] If it is determined that the time for which both buttons are pressed is equal to or longer than the reset time (YES in S209), the reset unit 118 resets the automatic control-related parameter to predetermined data (step S211). In step S211, the reset unit 118 resets the above-described reference cadence to a predetermined value stored in the memory 112. The reset unit 118 may reset the first threshold value and the second threshold value, along with the reference cadence, to the initial values ​​stored in the memory 112.

[0114] In a case where a reset is performed, the reset unit 118 reports the reset to the driver using the reporting unit 40G (step S213). In step S213, the reset unit 118 causes the display of the reporting unit 40G to display text, color, or brightness to report the reset. In step S213, to report the reset, the reset unit 118 may light up the color of an indicator, such as a lamp or LED, for example, green, or control the brightness of the lamp or LED to flash.

[0115] After reporting the reset, the reset unit 118 clears the time during which both buttons are pressed to zero (S207) and ends the reset processing.

[0116] In a case where it is determined that the time period during which both keys are pressed is shorter than the reset time (NO in S209), the reset unit 118 ends the processing and waits until the next cycle.

[0117] The predetermined condition for resetting by the resetting unit 118 as shown in Fig. 5 is not limited to the predetermined operation on the operating device 40A described above. A reset button may be provided on the operating device 40A, and it may be detected whether the reset button is pressed. For example, the predetermined condition may be a condition corresponding to a case where a stopping period of the human-driven vehicle 1 is equal to or longer than a predetermined period, such as several days or one week. The predetermined condition may be detecting a driver change. The fact that the driver has changed may be detected in a case where a weight detectable by the seat sensor 66 is different. The reset unit 118 may determine that the predetermined condition is satisfied and perform the reset in a case where the operating device 40A receives the driver change.

[0118] Through the processing described above, the parameter optimized (learned) for the driver in the human-powered vehicle 1 can be reset when a predetermined operation is performed. The driver riding the human-powered vehicle 1 can reset the parameter when the optimization of the parameter deviates from the driver's intention. In a case where another driver gets on the human-powered vehicle 1 and starts driving, the parameter related to the automatic control that has been learned so far can be reset.

[0119] The control device 100 reports the reset through the reporting unit 40G, which causes the driver to recognize that the automatic control has been reset. Second embodiment

[0120] In a second embodiment, the reset operation is performed by an information interface device carried by a driver, and the report of the reset is also performed on the information interface device.

[0121] A configuration of the human-powered vehicle 1 and a configuration of the control device 100 according to the second embodiment are similar to those according to the first embodiment except for a processing operation described below. Therefore, the same components of the human-powered vehicle 1 and the control device 100 according to the second embodiment as those in the first embodiment are denoted by the same symbols, and a detailed description thereof will be omitted.

[0122] Fig. 6 is a diagram illustrating a control system 300 for a human-powered vehicle. The control system 300 for a human-powered vehicle includes the control devices 100 provided for each human-powered vehicle 1, information interface devices 7 used by the drivers, and a server device 8 that performs data transmission and reception with the information interface devices 7. The information interface device 7 can be carried by the drivers themselves or included in their luggage. The information interface device 7 can be provided on the handlebar 12 of the human-powered vehicle 1.

[0123] As in Fig. As illustrated in Figure 6, according to the second embodiment, the control device 100 can communicate with the information interface device 7 via a wireless communication device 120. The information interface device 7 can communicate with the server device 8 via a communication network N. The communication network N includes telecommunication links and lines such as 3G, 4G, 5G, LTE, WAN, LAN, internet lines, leased lines, and a satellite communication link, as well as communication devices such as base stations. The information interface device 7 is, for example, a smartphone, a bicycle computer, or the like used by the driver of the human-powered vehicle 1 and can also function as a user interface that inputs a driver's instruction and outputs information to the driver.That is, the information interface device 7, which is owned by the driver, can be used as the operating device 40A.

[0124] The control device 100 can output the parameter related to the control changed by the parameter changing unit 116 to the server device 8 via the driver information interface device 7, along with a driver ID for identifying the driver, and cause the server device 8 to store the parameter. This allows the parameter changed for the driver to be applied to another human-powered vehicle 1.

[0125] Fig. 7 is a block diagram illustrating a configuration of the control device 100 in the second embodiment. In the second embodiment, the processing unit 110 of the control device 100 can communicate with the driver's information interface device 7 via the wireless communication device 120, which includes an antenna. The wireless communication device 120 can be built into the control device 100. The wireless communication device 120 is a device that enables communication via the so-called Internet. The wireless communication device 120 can be a wireless communication device such as ANT (trade name), ANT+ (trade name), Bluetooth (trade name), Wi-Fi (trade name), ZigBee (trade name), or Long Term Evolution (LTE).The wireless communication device 120 may be compliant with a communication network such as 3G, 4G, 5G, Long Term Evolution (LTE), a Wide Area Network (WAN), a Local Area Network (LAN), Internet lines, leased lines, or a satellite communication system.

[0126] Fig. 8 is a block diagram illustrating a configuration of the information interface device 7. The information interface device 7 includes a processing unit 70, a memory 72, a display unit 74, and a communication unit 78. The information interface device 7 is, for example, a smartphone or a tablet interface. The information interface device 7 is not limited to a smartphone or a tablet interface, as long as the information interface device 7 includes a processing unit, a display unit (operation device), and a communication unit, and cooperates with the human-powered vehicle 1. The information interface device 7 may be at least one of a personal computer, a wearable device, or a bicycle computer.

[0127] The processing unit 70 is a processor using a CPU. The processing unit 70 uses built-in memory, such as a ROM and a RAM. The processing unit 70 controls communication with the control device 100 of the human-powered vehicle 1 in accordance with an application program P7 described below.

[0128] The memory 72 includes, for example, a non-volatile memory such as a flash memory. The memory 72 stores the application program P7. The application program P7 can be obtained by the processing unit 70 reading an application program P2 stored in a non-volatile storage medium 200 and duplicating the application program P2 into the memory 72, or it can be obtained by downloading the application program P2 over a public network.

[0129] The display unit 74 is a display device such as a liquid crystal panel or an organic electroluminescence (EL) display. The display unit 74 displays information output from the processing unit 70. In the first embodiment, the display unit 74 displays a screen for receiving a setting for the human-powered vehicle 1 based on the application program P7.

[0130] The display unit 74 includes an actuator 76, which is an interface for receiving user input. In the present embodiment, the actuator 76 is a touch panel device included in the display unit 74. The actuator 76 can be a physical button, a touch panel device with a built-in display, a speaker, a microphone, or the like.

[0131] The communication unit 78 includes an antenna and can communicate wirelessly with the control device 100. The communication unit 78 is a device compatible with the wireless communication device 120 in accordance with a protocol capable of communicating with the control device 100.

[0132] In the second embodiment, after activation, the control device 100 ensures that the wireless communication device 120 establishes a wireless communication connection with the information interface device 7 and executes processing. Fig. 9 is a flowchart illustrating an example of a change process of a control parameter in accordance with the second embodiment. In the Fig. 9, the same step numbers are assigned to the same operations as in the processing shown in Fig. 4, and a detailed description thereof will be omitted.

[0133] In the second embodiment, when the reference cadence, which is one of the parameters related to automatic control, is decreased (S113), the control device 100 causes the wireless communication device 120 to report the change to the information interface device 7 (step S131). Even when the reference cadence is increased (S115), the control device 100 causes the wireless communication device 120 to report the change to the information interface device 7 (step S133). The content of the report to the information interface device 7 may be, for example, a text such as "The parameter of the transmission device is changed," or it may be a color such as blue at the time of increase and red at the time of decrease.

[0134] Fig. 10 is a flowchart illustrating an example of a control parameter reset operation in accordance with the second embodiment. Fig. 10, the same step numbers are assigned to the same operations as those in the processing shown in Fig. 5, and a detailed description thereof will be omitted.

[0135] In the second embodiment, in a case where the parameter related to automatic control is reset to predetermined data (S211), the reset unit 118 causes the display unit 74 of the driver's information interface device 7 to display a predetermined text, color, or brightness to report the reset to the driver (step S221). In step S221, the reset unit 118 displays the text such as "The parameter of the transmission device has been reset" (see Fig. 11).

[0136] Fig. Fig. 11 is a diagram illustrating a display example on the display unit 74 of the information interface device 7. The information interface device 7 is attached to a bracket mounted on the handlebar 12. As described with reference to Fig. As described in Figure 10, the display unit 74 of the information interface device 7 displays the text “The parameter of the transmission device has been reset” as well as a color and a graphic, such as blue in a case where the parameter increases and red in a case where the parameter decreases. Fig. 11, the colors blue and red are marked by different hatching. In Fig. 11 illustrates a text indicating that the lower limit or reference cadence of the transmission device 31 is increasing and gear ratio reduction control (unload control) is likely to be performed. In this way, the automatic control setting of the human-driven vehicle 1 can be reset. Furthermore, the driver can be prompted to notice that the setting has been reset. Third embodiment

[0137] In a third embodiment, the control device 100 uses an operation probability output model M1 as the parameter changing unit 116 to output a probability indicating a possibility that an operation will be performed, where the possibility is whether a driver intends to perform manual driving instead of automatic control during the travel of the human-driven vehicle 1. Then, the control device 100 changes the parameter in a case where the probability is high.

[0138] The configuration of the human-driven vehicle 1 and the configuration of the control device 100 according to the third embodiment are similar to the configurations of the human-driven vehicle 1 and the control device 100 according to the first embodiment, except for the processing procedure described below. Therefore, the same components of the human-driven vehicle 1 and the control device 100 according to the third embodiment as those of the first embodiment are denoted by the same symbols, and a detailed description thereof will be omitted. Also in the third embodiment, a case will be described where a control target of the device control unit 114 is the transmission device 31, and the parameter changing unit 116 changes a reference cadence, a first threshold, and a second threshold.However, the control target and parameter are not limited to this.

[0139] Fig. 12 is a block diagram illustrating the configuration of the control device 100 according to the third embodiment. In the third embodiment, the processing unit 110 stores the operation probability output model M1 in the memory 112. The operation probability output model M1 can be obtained by the processing unit 110 reading an operation probability output model M9 stored in the non-volatile storage medium 900 and duplicating the operation probability output model M9 in the memory 112.

[0140] Fig. 13 is a schematic diagram of the operation probability output model M1. The operation probability output model M1 is a learning model learned by supervised deep learning using a neural network (hereinafter referred to as NN). The operation probability output model M1 may be a model learned by a recurrent neural network. The operation probability output model M1 is learned by the processing unit 110 serving as the learning unit to output a "probability that the driver performs the intervention operation after several seconds" in a case where the input information about the travel of the human-driven vehicle 1 obtained from the sensor 60 is input.

[0141] The operation probability output model M1 includes an input layer M11 for inputting input information, an output layer M12 for outputting a probability that the driver will perform the intervention, and an intermediate layer M13 comprising a node group formed by one or more layers. The intermediate layer M13, connected to the output layer M12, is a coupling layer that aggregates a large number of nodes into a specific number of nodes of the output layer M12. The number of nodes in the output layer M12 is one. Each node of the intermediate layer M13 has a parameter that includes at least one of a weight or a bias with respect to a node of a preceding layer.The operation probability output model M1 is learned by training data including input information such as a cadence, a torque, a traveling speed, an acceleration, and an inclination that can be obtained from the sensor 60 during the traveling of the human-powered vehicle 1, and an output label (0 for absence, 1 for presence) indicating the presence or absence of an engaging operation on the transmission device 31 by the driver after a predetermined time from the receipt of the input information.The actuation probability output model M1 is learned by inversely passing an error between a numerical value output from the output layer M12 in a case where input information in training data is input to the input layer M11 and the label associated with the input information in the training data to the intermediate layer M13, and updating a parameter in a node of the intermediate layer M13.

[0142] In the operation probability output model M1, not only input information such as cadence, torque, vehicle speed, acceleration, and inclination that can be obtained from the sensor 60 is directly input to the value of the input layer M11 at any time, but also an amount of change in the last few seconds (for example, two seconds) can be input. The operation probability output model M1 can be learned to output the operation probability while being influenced by the input information inputted in the past by the RNN.

[0143] The operation probability output model M1 can be learned using a value corresponding to the degree of discomfort of the driver after a predetermined time from receiving the input data as the label of the output. Fig. Figure 14 is a schematic diagram illustrating another method for learning the actuation probability output model M1. As shown in Fig. 14, the actuation probability output model M1 is similar to that in Fig. 13 is learned such that, in a case where the input information obtained by the sensor 60 regarding the travel of the human-driven vehicle 1 is input, it outputs “the probability that the driver will perform the intervening operation after several seconds”. The Fig. The operation probability output model M1 of another example illustrated in Figure 14 is learned using training data including input information such as a cadence, torque, driving speed, acceleration, and inclination that can be obtained from the sensor 60, as well as a value (0 to 1) as a label corresponding to the degree of discomfort of the driver after a predetermined time from the receipt of the input information. Fig. The actuation probability output model M1 illustrated in Fig. 14 is learned by inversely passing an error between a numerical value (0 to 1) output from the output layer M12 in a case where input information in training data is input to the input layer M11 and a label (0 to 1) of the degree of discomfort corresponding to the input information in the training data to the intermediate layer M13, and updating a parameter in a node of the intermediate layer M13.

[0144] The degree of discomfort of the driver is derived based on at least one of the cadence magnitude of the human-powered vehicle 1, the torque magnitude of the human-powered vehicle 1, the seating state of the driver, and the biometric information of the driver. The processing unit 110 serving as the learning unit derives a higher degree of discomfort the higher the cadence, derives a higher degree of discomfort the greater the torque, and derives a higher degree of discomfort in a case where the driver is not seated. This is because in a case where the driver is not seated, that is, the driver stands up and pedals, the driver cannot continue pedaling the human-powered vehicle 1 unless the driver drives the human-powered vehicle 1 with considerable force.The processing unit 110 derives a higher degree of discomfort in a case where the driver is not seated and at least one of the driving speed, cadence, and torque is less than a predetermined threshold. This is because, in a case where the driver is not seated and the driving speed or the input to the pedals is less than the predetermined threshold, there is a high probability that the driver has dismounted the human-powered vehicle 1. The processing unit 110, which serves as the learning unit, can derive a higher degree of discomfort when a heart rate is faster and blood flow is increased.The processing unit 110 may derive the degree of discomfort through a discomfort degree calculation function using at least one of the cadence, torque, presence or absence of sitting, and biometric information as a variable. The processing unit 110 may derive a higher degree of discomfort when the stability of the human-powered vehicle 1 is lower. The processing unit 110 may derive that the stability of the human-powered vehicle 1 is lower when the inclination of the electric vehicle 1 calculated by at least one of the acceleration sensor 62 and the gyro sensor 65 is greater.

[0145] In accordance with the Fig. According to the learning method illustrated in Fig. 14, even in a case where the driver feels discomfort in the automatic control by the facility control unit 114 but does not actually perform the operation, the operation probability output model M1 can be learned by setting the degree of discomfort as the label corresponding to the degree of probability of performing the intervening operation.

[0146] This is one of the Fig. 13 and Fig. The operation probability output model M1 illustrated in Figure 14 must be learned for each driver and is therefore stored in the memory 112 in a state in which it was learned to some extent before the delivery of the control device 100. After the human-driven vehicle 1 is delivered and purchased, the parameter changing unit 116, as the learning unit of the control device 100, proceeds to learn the operation probability output model M1 for each driver.

[0147] Using the learned operation probability output model M1, the parameter changing unit 116 can predict, based on the input information corresponding to the driving state of the human-driven vehicle 1, whether the driver's intervention will be performed after a few seconds. The parameter changing unit 116 decides the control data through the control algorithm as shown in Fig. 3 of the first embodiment, based on the input information obtained from the sensor 60. The parameter changing unit 116 changes the parameter of the predetermined control algorithm in a case where the probability that the driver performs the intervening operation on the automatic control of the transmission 31 can be determined to be equal to or greater than a predetermined value using the learned operation probability output model M1.

[0148] Fig. 15 is a flowchart illustrating an example of a control parameter change process according to the third embodiment. In a state where automatic control is performed by the device control unit 114, the parameter change unit 116 executes the following processing based on the setting change program P16.

[0149] The parameter changing unit 116 receives input information from the sensor 60 (step S401) and inputs the received input information into the learned operation probability output model M1 (step S403). The parameter changing unit 116 receives the operation probability obtained from the operation probability output model M1 and stores the operation probability in time order (step S405).

[0150] The parameter changing unit 116 determines whether the operation probability obtained from the operation probability output model M1 stored in step S405 is equal to or greater than a predetermined value (step S407). If it is determined that the operation probability is equal to or greater than the predetermined value (YES in S407), the parameter changing unit 116 determines whether the cadence is equal to or greater than the reference cadence (step S409).

[0151] If it is determined that the cadence is equal to or greater than the reference cadence (YES in S409), the parameter changing unit 116 lowers the reference cadence, which is one of the parameters for determining the gear ratio of the transmission 31 (step S411). In step S411, the parameter changing unit 116 may lower the first threshold (upper limit) instead of lowering the reference cadence. The parameter changing unit 116 may report to the reporting unit 40G the fact that the parameter has been changed. The parameter changing unit 116 terminates the parameter change processing.

[0152] In a case where it is determined in step S409 that the cadence is lower than the reference cadence (NO in S409), the parameter changing unit 116 increases the reference cadence, which is one of the parameters for determining the gear ratio of the transmission 31 (step S413). In step S411, the parameter changing unit 116 may raise the second threshold (lower limit) instead of raising the reference cadence. The parameter changing unit 116 may report the fact that the reference cadence has been raised to the reporting unit 40G. The parameter changing unit 116 ends the parameter change processing.

[0153] In a case where it is determined in step S407 that the operation probability is less than the predetermined value (NO in S407), the parameter changing unit 116 ends the processing because the probability that the driver will perform the intervening operation is low.

[0154] The parameter changing unit 116 may change the parameter after confirming that the interventional operation has been reliably performed. The parameter changing unit 116 changes the parameter in a case where the probability output from the operation probability output model M1 is determined to be equal to or greater than the predetermined value and it is confirmed that the interventional operation has been performed. Fig. Fig. 16 is a flowchart illustrating another example of the control parameter changing process in the third embodiment. In the Fig. 16, the same step numbers are assigned to the same operations as in the processing shown in Fig. 15, and a detailed description thereof is omitted.

[0155] In the other example, the parameter changing unit 116 obtains and stores an operation probability from the operation probability output model M1 (S405), and then determines whether the operation probability is definitely equal to or greater than a predetermined value and whether the engaging operation has been confirmed at the shift instruction device 40B (step S427).

[0156] The determination processing of whether the operation probability obtained from the operation probability output model M1 in step S427 is definitely equal to or greater than the predetermined value is performed, for example, by the parameter changing unit 116 determining whether the probability output from the operation probability output model M1 is at a peak in a time-series manner and is equal to or greater than the predetermined value. For example, in a case where it is determined that the operation probability stored in the time series in step S405 is at its highest in a predetermined period of time, such as 3 to 5 seconds, and is equal to or greater than 40%, for example, the parameter changing unit 116 determines that the operation probability is definitely equal to or greater than the predetermined value.

[0157] The determination processing as to whether the engaging operation on the shift instruction device 40B has been confirmed in step S427 is executed by the parameter changing unit 116 on the basis of whether the engaging operation on the transmission device 31 has been performed by the driver using the shift instruction device 40B and another engaging operation (a reverse engaging operation) has not been performed on the shift instruction device 40B within a predetermined time from the engaging operation (see step S117 in Fig. 4). For example, in a case where the engaging operation is performed on the shift instruction device 40B after the input information is obtained in step S101, the parameter changing unit 116 may determine that the engaging operation is confirmed in a case where it is determined that the reverse engaging operation is not performed within one second.

[0158] In a case where it is determined that the operation probability obtained from the operation probability output model M1 is definitely equal to or greater than the predetermined value and that the engaging operation at the shift instruction device 40B has been confirmed (YES in S427), the parameter changing unit 116 proceeds to step S409.

[0159] In step S427, in a case where it is not determined whether the operation probability is equal to or greater than the predetermined value, or in a case where the engaging operation has not been confirmed by the shift instruction means 40B (NO in S427), the parameter changing unit 116 ends the processing without taking any action.

[0160] The parameter changing unit 116 resets the parameter of the predetermined control algorithm to predetermined data as long as the predetermined condition is met, as shown in Fig. 5 of the first embodiment, even in a case where the parameter is calculated using the operation probability output model M1 in accordance with the Fig. 15 or Fig. 16. The parameter changing unit 116 in the third embodiment can reset the parameters of the driver-learned operation probability output model M1 to the predetermined data. Fig. 17 is a flowchart illustrating an example of a reset processing procedure of the control parameters in accordance with the third embodiment. In the Fig. 17, the same step numbers are assigned to the same operations as those in the processing shown in Fig. 5, and a detailed description thereof will be omitted.

[0161] The reset unit 118 performs the following processing in a predetermined cycle (for example, 100 milliseconds, 1 second, or the like) based on the setting change program P16 together with the setting change by the parameter change unit 116 in parallel with the automatic control by the device control unit 114.

[0162] In a case where, in step S209, a time period during which both buttons are pressed is determined to be equal to or longer than a reset time (YES in S209), the reset unit 118 resets the parameters of the operation probability output model M1 to predetermined parameters (step S221). In step S221, the reset unit 118 stores a copy of the parameters of the operation probability output model M1 stored in the memory 112 before the delivery of the control device 100 and in an initial state or in a state learned to some extent, and uses the copy as the predetermined parameters.

[0163] The reset unit 118, after resetting and clearing (S207) the time period during which both keys are pressed to zero, executes a report (S213) and ends the processing.

[0164] In this way, the reference cadence is adjusted to reliably match the driver's operation intention with respect to the human-driven vehicle 1 in accordance with the situation, the automatic control by the device control unit 114 is more appropriately optimized, and the reset can be performed in response to a specific operation. Fourth embodiment

[0165] In a fourth embodiment, the control device 100 sets a parameter related to automatic control for each section of the vehicle speed and performs control to balance the parameter with a parameter in another section of the vehicle speed by changing the parameter related to automatic control. In the fourth embodiment, a control target of the automatic control is the transmission device 31. The gear ratio parameter of the transmission device 31 is changed and optimized based on a driver's intervention, and the parameter is reset.

[0166] The configuration of the human-powered vehicle 1 and the configuration of the control device 100 according to the fourth embodiment are similar to the configurations of the human-powered vehicle 1 and the control device 100 according to the first embodiment, except for a processing operation described below. Therefore, the same components of the human-powered vehicle 1 and the control device 100 according to the fourth embodiment as those of the first embodiment are denoted by the same symbols, and a detailed description thereof will be omitted.

[0167] Fig. Fig. 18 is a diagram illustrating a setting of a reference cadence in the fourth embodiment. In Fig. 18, the horizontal axis represents the driving speed and the vertical axis the magnitude of the reference cadence. In Fig. 18, the reference cadence is represented by a thick line. For each section of the driving speed, the reference cadence as well as the upper and lower limit values ​​that include the reference cadence are stored in memory 112. In the example of Fig. 18, the reference cadence is stored in the memory 112 so as to be increased stepwise for each section in a section of the traveling speed from 0 [km / h] to 20 [km / h], a section of the traveling speed from 20 [km / h] to 25 [km / h], a section of the traveling speed from 25 [km / h] to 30 [km / h] and a section of the traveling speed equal to or greater than 30 [km / h].

[0168] In the fourth embodiment, the parameter changing unit 116 of the control device 100 changes the parameters for each section of the Fig. 18 illustrated driving speed so that a difference between reference cadences in adjacent sections is kept within a predetermined range.

[0169] The parameter changing unit 116 of the control device 100 in accordance with the fourth embodiment performs processing similar to that shown in Fig. 4 in accordance with the first embodiment to increase or decrease the reference cadence. The parameter changing unit 116 of the control device 100 in accordance with the fourth embodiment changes the parameter based on a reference for each section of the Fig. 18 illustrated driving speed in the processing of step S113 and step S115.

[0170] Fig. Fig. 19 is a flowchart illustrating an example of a reference cadence change processing procedure according to the fourth embodiment. Fig. The processing procedure illustrated in Figure 19 shows a processing procedure for lowering the reference cadence. Fig. 19 corresponds to details of the processing of step S113 in the Fig. 4 illustrated processing procedure.

[0171] The parameter changing unit 116 determines whether the reduced value of the reference cadence is within a range equal to or greater than the second threshold value, which is the lower limit in the vehicle speed section included in the input information (step S301). If it is determined that the reduced value is within the range equal to or greater than the second threshold value (YES in S301), the parameter changing unit 116 determines whether a difference between the reduced value and a reference cadence in an adjacent vehicle speed section is within a predetermined difference range (step S303).

[0172] In a case where it is determined in step S303 that the difference between the lowered value and the reference cadence in the adjacent section of the vehicle speed is within the predetermined difference range (YES in S303), the parameter changing unit 116 lowers the reference cadence in the section of the vehicle speed included in the input information by a predetermined value (for example, 1 [rpm]) (step S305).

[0173] In step S303, if it is determined that the difference between the lowered value and the reference cadence in the adjacent vehicle speed section exceeds the predetermined difference range (NO in S303), the parameter changing unit 116 determines to change the reference cadence of all other vehicle speed sections (step S307). In this case, the parameter changing unit 116 resets the reference cadence (step S309). If the reset is performed, the reset unit 118 reports the reset to the driver through the reporting unit 40G (step S311).

[0174] In a case where it is determined in step S301 that the lowered value is not in the range equal to or larger than the second threshold value (NO in S301), the parameter changing unit 116 ends the processing without changing the reference cadence.

[0175] Fig. Fig. 20 is a flowchart illustrating an example of a reference cadence change processing procedure according to the fourth embodiment. Fig. The processing procedure illustrated in Figure 20 shows a processing procedure for increasing the reference cadence, and the one in Fig. 20 corresponds to the details of the processing of step S115 in the Fig. 4 illustrated processing procedure.

[0176] The parameter changing unit 116 determines whether the increased value of the reference cadence is within a range equal to or less than the first threshold value representing the upper limit in the vehicle speed section included in the input information (step S321). If it is determined that the increased value is within the range equal to or less than the first threshold value (YES in S321), the parameter changing unit 116 determines whether a difference between the increased value and a reference cadence in an adjacent vehicle speed section is within a predetermined difference range (step S323).

[0177] In a case where it is determined in step S323 that the difference between the increased value and the reference cadence in the adjacent section of the vehicle speed is within the predetermined difference range (YES in S323), the parameter changing unit 116 increases the reference cadence of the section of the vehicle speed included in the input information by a predetermined value (for example, 1 [rpm]) (step S325).

[0178] In step S323, if it is determined that the difference between the incremented value and the reference cadence in the adjacent vehicle speed section exceeds the predetermined difference range (NO in S323), the parameter changing unit 116 determines to change the reference cadence of all other vehicle speed sections (step S327). In this case, the parameter changing unit 116 resets the reference cadences (step S329). If the reset is performed, the reset unit 118 reports the reset to the driver through the reporting unit 40G (step S331).

[0179] In a case where it is determined in step S321 that the boosted value is not in the range equal to or smaller than the first threshold value (NO in S321), the parameter changing unit 116 ends the processing without changing the reference cadence.

[0180] Fig. Figure 21 is a diagram illustrating the setting of the reference cadence after the change. In Fig. 21 represents the horizontal axis, similar to Fig. 18, represents a driving speed, and the vertical axis represents the magnitude of the reference cadence. In Fig. 21, the reference cadence before the change is shown by a thick dashed line and the reference cadence after the change is shown by a thick solid line. Fig. 21, the reference cadence in the section of the driving speed from 0 [km / h] to 20 [km / h] is compared to that in Fig. 18 is reduced and modified so as to maintain a difference between the reference cadence in the section of driving speed from 0 [km / h] to 20 [km / h] and a reference cadence in an adjacent section of driving speed from 20 [km / h] to 25 [km / h].

[0181] By setting and changing the reference cadence for each driving section, as illustrated in the fourth embodiment, it is possible to perform control so that it reliably matches the reference cadence that the driver individually wishes to maintain. In a case where the difference between the changed reference cadence and the reference cadence in the adjacent driving speed section becomes too large, the reference cadencies can be reset to the values ​​specified in Fig. 18 illustrated original reference cadences. Fifth embodiment

[0182] In a fifth embodiment, a control target of the control device 100 is the transmission device 31. The device control unit 114 compares a torque of the crank 21 output by the torque sensor 63 with a parameter for determining a gear ratio. The automatic torque-based control of the device control unit 114, described below, can be replaced in the first to fourth embodiments by controlling the transmission device 31 based on cadence.

[0183] A configuration of the control device 100 in the fifth embodiment is similar to that of the control device 100 according to the first embodiment, except for the method of control by the device control unit 114 and the change target by the parameter change unit 116. In the configuration of the control device 100 according to the fifth embodiment, the same components as those in the first embodiment are denoted by the same symbols, and a detailed description thereof will be omitted.

[0184] Fig. 22 is a schematic diagram of a control algorithm of the transmission device 31 in the fifth embodiment. Fig. 22 illustrates a reference for changing a gear ratio relative to a torque received from the torque sensor 63. The upper side of Fig. 22 indicates a larger torque. The device control unit 114 controls the gear ratio so that the torque applied to the crank 21 remains at a reference torque. The device control unit 114 performs a gear ratio determination process by comparing the torque obtained from the torque sensor 63 with a predetermined threshold. For example, in a case where the torque obtained from the torque sensor 63 reaches or exceeds a third threshold that is greater than the reference torque, the device control unit 114 determines the gear ratio to be smaller than the current gear ratio.On the other hand, in a case where the torque reaches or falls below a fourth threshold value smaller than the reference torque, the device control unit 114 determines the gear ratio to be made larger than the current gear ratio.

[0185] In the fifth embodiment, the memory 112 of the control device 100 stores the reference cadence, the third threshold, and the fourth threshold for determining the gear ratio of the above-described transmission device 31 as variable parameters. In the fifth embodiment, the processing unit 110 causes the device control unit 114 to increase or decrease the reference torque as the automatic control parameter to be compared with the torque to determine the gear ratio in the transmission device 31.

[0186] In the fifth embodiment, the parameter changing unit 116 changes, as necessary, at least one of the reference torque, the third threshold value, and the fourth threshold value shown in the Fig. 22 illustrated control algorithm can be used. Fig. 23 is a flowchart illustrating an example of a control parameter change processing procedure according to the fifth embodiment. In the flowchart in Fig. 23, the same step numbers correspond to the same operations as those in the processing shown in Fig. 4 of the first embodiment, and a detailed description thereof will be omitted.

[0187] In a case where it is determined that the shift instruction device 40B is operated (YES in S105) and it is determined that the reverse operation has not been performed (NO in S107), the parameter changing unit 116 determines that the engaging operation is performed (S109).

[0188] The parameter changing unit 116 determines whether a torque obtained from the torque sensor 63 is equal to or greater than the reference torque (step S151). If it is determined that the torque is equal to or greater than the reference torque (YES in S151), the parameter changing unit 116 lowers the reference torque, which is one of the parameters related to automatic control (step S153). The processing unit 110 ends the change processing of the parameter related to automatic control.

[0189] In step S153, the driver intends to change the gear ratio to a state where the torque increases. Therefore, the parameter changing unit 116 lowers the reference torque to facilitate the gear ratio reduction control with the torque (unloading control). Instead of lowering the reference torque, the third threshold (upper limit) may be lowered.

[0190] If it is determined in step S151 that the torque is less than the reference torque (NO in S151), the parameter changing unit 116 increases the reference torque, which is one of the parameters related to automatic control (step S155). The processing unit 110 ends the change processing of the parameter related to automatic control. In step S155, the fourth threshold (lower limit) may be increased instead of increasing the reference torque.

[0191] In step S151, the parameter changing unit 116 may make the determination based on whether the torque is increasing. The parameter changing unit 116 may decrease the reference torque in a case where the torque is determined to be increasing, and may increase the reference torque in a case where the torque is determined to be decreasing. Instead of changing the reference torque in step S153 or step S155, the parameter changing unit 116 may change a timing for changing the gear ratio to be earlier or later.

[0192] Also in the fifth embodiment, the control device 100 changes the parameter as shown in Fig. 23, but in a case where a predetermined condition is met, the control device 100 resets the learned parameter related to automatic control to predetermined data. The parameter changing unit 116 performs processing similar to that shown in Fig. 5 in accordance with the first embodiment. In step S211, the reset unit 118 in the fifth embodiment resets the reference torque lowered or raised as described above to the predetermined value stored in the memory 112. The reset unit 118 may also reset the third threshold value and the fourth threshold value to the initial values ​​stored in the memory 112 together with the reference torque.

[0193] Through the processing described above, the reference torque for determining the driver-optimized (learned) gear ratio in the human-driven vehicle 1 can be reset when a predetermined operation is performed. The driver riding the human-driven vehicle 1 can reset the parameter when the optimization of the parameter differs from the driver's intention. When another driver gets on the human-driven vehicle 1 and starts driving, the parameter related to the automatic control learned so far can be reset.

[0194] The control device 100 reports the reset through the reporting unit 40G, which causes the driver to recognize that the automatic control is reset.

[0195] The control by the device control unit 114 based on the torque described in the fifth embodiment can be applied to the processing using the operation probability output model M1. Sixth embodiment

[0196] In a sixth embodiment, a control target of the control device 100 is the assist device 39. The device control unit 114 compares a cadence of the crank 21 output from the cadence sensor 64 with a parameter to determine an output of the assist device 39. The automatic control of the assist device 39 based on the cadence by the device control unit 114, which will be described below, can be replaced with the automatic control of the transmission device 31 based on the cadence in the first to fourth embodiments.

[0197] A configuration of the control device 100 in the sixth embodiment is the same as that of the control device 100 according to the first embodiment, except for the method of control by the device control unit 114 and the change target of the parameter change unit 116. In the configuration of the control device 100 according to the sixth embodiment, the same components as those in the first embodiment are denoted by the same symbols, and a detailed description thereof will be omitted.

[0198] Fig. 24 is a schematic diagram of a control algorithm of the support device 39 in the sixth embodiment. Fig. 24 illustrates a reference for changing the output of the assist device 39 relative to a cadence obtained from the cadence sensor 64. The upper side of Fig. 24 indicates a higher cadence. The device control unit 114 performs control so that the cadence of the crank 21 remains at the reference cadence. The device control unit 114 performs an operation to determine the output of the assist device 39 by comparing the cadence obtained from the cadence sensor 64 with a predetermined threshold. In a case where the cadence obtained from the cadence sensor 64 reaches or exceeds a fifth threshold (upper limit), the device control unit 114 determines to decrease the output of the assist device 39, that is, to reduce the output. On the other hand, in a case where the cadence reaches or falls below a sixth threshold (lower limit), the device control unit 114 determines to increase the output of the assist device 39, that is, to increase the output.

[0199] In the sixth embodiment, the processing unit 110 increases or decreases the reference cadence using the parameter changing unit 116, wherein the reference cadence is to be compared with the cadence for determining the output of the support device 39.

[0200] In the sixth embodiment, the parameter changing unit 116 changes, as needed, at least one of the reference cadence, the fifth threshold value, and the sixth threshold value set in the Fig. 24 illustrated control algorithm can be used. Fig. 25 is a flowchart illustrating an example of a change processing procedure of a control parameter in accordance with the sixth embodiment. In the flowchart in Fig. 25, the same step numbers are assigned to the same operations as those in the processing shown in Fig. 4 of the first embodiment, and a detailed description thereof will be omitted.

[0201] The parameter changing unit 116 receives input information from the sensor 60 (step S101), waits for a predetermined time (for example, 1 to 3 seconds) (step S103), and determines whether the support instruction device 40F is operated (step S161).

[0202] In a case where it is determined that the assist instruction device 40F is operated (YES in S161), the parameter changing unit 116 determines whether a reverse operation of the operation in step S161 is performed on the assist instruction device 40F shortly after the operation in step S161 (for example, within two seconds) (step S163).

[0203] In a case where it is determined that the support instruction device 40F is operated (YES in S161) and the reverse operation has not been performed (NO in S163), the execution of an intervening operation is confirmed (S109).

[0204] The parameter changing unit 116 determines whether the cadence obtained from the cadence sensor 64 is equal to or greater than the reference cadence (step S165). If it is determined that the cadence is equal to or greater than the reference cadence (YES in S165), the parameter changing unit 116 lowers the reference cadence, which is one of the parameters related to the automatic control of the assist device 39 (step S167). The processing unit 110 ends the change processing of the parameter related to the automatic control.

[0205] In step S167, a rider intends to change the output of the assist device 39 to a state where the cadence increases. Therefore, the parameter changing unit 116 lowers the reference cadence to facilitate the control to reduce the output at the cadence (load control). Instead of lowering the reference cadence, the fifth threshold (upper limit) may be lowered.

[0206] In a case where it is determined in step S161 that the support instruction device 40F has not been operated (NO in S161), or it is determined in step S163 that the reverse operation is being performed (YES in S163), it is confirmed that the intervening operation has not been performed (there was no operation) (step S117), and the parameter changing unit 116 ends the processing.

[0207] If it is determined in step S165 that the cadence is lower than the reference cadence (NO in S165), the parameter changing unit 116 increases the reference cadence, which is one of the parameters related to the automatic control of the assist device 39 (step S169). The processing unit 110 ends the change processing of the parameter related to the automatic control. In step S169, the sixth threshold (lower limit) may be increased instead of increasing the reference cadence.

[0208] In step S165, the parameter changing unit 116 may make the determination based on whether the cadence is increasing. The parameter changing unit 116 may decrease the reference cadence in a case where the cadence is determined to be increasing, and may increase the reference cadence in a case where the cadence is determined to be decreasing. Instead of changing the reference cadence in step S167 or step S169, the parameter changing unit 116 may change a timing for changing the output from the assist device 39 to be earlier or later.

[0209] Also in the sixth embodiment, the control device 100 changes the parameter as shown in Fig. 25, but in a case where a predetermined condition is met, the control device 100 resets the learned parameter related to automatic control to predetermined data. The parameter changing unit 116 performs processing similar to that shown in Fig. 5 in accordance with the first embodiment. In step S211, the reset unit 118 in the sixth embodiment resets the reference cadence lowered or raised as described above to a predetermined value stored in the memory 112. The reset unit 118 may reset the fifth threshold value and the sixth threshold value to initial values ​​stored in the memory 112 together with the reference cadence.

[0210] Through the processing described above, in a case where a predetermined operation is performed, the reference cadence for determining the output of the assistance device 39, which has been optimized (learned) for the driver in the human-driven vehicle 1, can be reset. The driver riding the human-driven vehicle 1 can reset the parameter in a case where the optimization of the parameter deviates from the driver's intention. In a case where another driver gets on the human-driven vehicle 1 and starts driving, the parameter related to the automatic control that has been learned so far can be reset.

[0211] The control device 100 reports the reset through the reporting unit 40G, which causes the driver to recognize that the automatic control has been reset.

[0212] The control by the device control unit 114 based on the cadence described in the sixth embodiment can be applied to the processing using the operation probability output model M1. Seventh embodiment

[0213] In a seventh embodiment, the control device 100 sets the reference cadence for each section of the driving speed, and the parameter changing unit 116 performs control to balance the parameter related to automatic control with a parameter in another section of the driving speed when changing the parameter. In the seventh embodiment, similar to the sixth embodiment, a control target of the automatic control is the assist device 39. The parameter for the output from the assist device 39 is changed and optimized based on the driver's intervention, and the parameter is reset.

[0214] A configuration of the human-powered vehicle 1 and a configuration of the control device 100 according to the seventh embodiment are similar to the configurations of the human-powered vehicle 1 and the control device 100 according to the first embodiment, except for a processing operation described below. Therefore, the same components of the human-powered vehicle 1 and the control device 100 according to the seventh embodiment as those of the first embodiment are denoted by the same symbols, and a detailed description thereof is omitted.

[0215] Fig. Fig. 26 is a diagram illustrating a setting of the reference cadence in the seventh embodiment. In Fig. 26, the horizontal axis represents a driving speed and the vertical axis the magnitude of the reference cadence. In Fig. 26, the reference cadence is represented by a thick line. For each section of the driving speed, the reference cadence as well as the upper and lower limit values ​​that include the reference cadence are stored in memory 112. In the example of Fig. 26, the reference cadence for determining the output from the assist device 39 is stored in the memory 112 so as to increase stepwise for each section in a section of the traveling speed from 0 [km / h] to 20 [km / h], a section of the traveling speed from 20 [km / h] to 25 [km / h], a section of the traveling speed from 25 [km / h] to 30 [km / h], and a section of the traveling speed equal to or over 30 [km / h].

[0216] In the seventh embodiment, the parameter changing unit 116 of the control device 100 changes the parameters for each section of the Fig. 26 illustrated driving speed set reference cadence for the support device 39 so that a difference between the reference cadences in adjacent sections is maintained within a predetermined range.

[0217] The parameter changing unit 116 of the control device 100 in accordance with the seventh embodiment performs processing similar to the processing operation shown in Fig. 25 in accordance with the sixth embodiment. In the Fig. 25, the parameter changing unit 116 of the control device 100 according to the seventh embodiment performs, in the processing of step S163 and step S165, a reduction of the input information obtained in step S101 in accordance with the traveling speed.

[0218] Also in the seventh embodiment, the parameter changing unit 116 performs the Fig. 19 of the second embodiment illustrated processing procedure in step S167 in Fig. 25 and carries out the Fig. 20 illustrated processing procedure in step S169 in Fig. 25. In the seventh embodiment, one of the reference cadence, the fifth threshold, and the sixth threshold for determining the output of the assist device 39 is to be increased and decreased by the parameter changing unit 116.

[0219] According to the configuration of the seventh embodiment, the reference cadence for determining the output of the assist device 39 is also changed to change smoothly for each speed, and the automatic control of the assist device 39 is appropriately optimized. Furthermore, in a case where it is determined that it is necessary to change the reference cadence in another section adjacent to the traveling speed section, and the difference from the reference cadence in the adjacent traveling speed section becomes too large, the reference cadence can be reset to a Fig. 26 to return to the initial reference cadence. Eighth embodiment

[0220] In an eighth embodiment, a control target of the control device 100 is the assist device 39. The device control unit 114 compares a torque of the crank 21 output from the torque sensor 63 with a parameter to determine an output from the assist device 39.

[0221] A configuration of the control device 100 in the eighth embodiment is similar to that of the control device 100 according to the first embodiment, except for a method of control by the device control unit 114 and a change target of the parameter change unit 116. In the configuration of the control device 100 according to the eighth embodiment, the same components as those in the first embodiment are denoted by the same symbols, and a detailed description thereof will be omitted.

[0222] Fig. 27 is a schematic diagram of a control algorithm of the support device 39 in the eighth embodiment. Fig. 27 indicates a reference for changing the output from the assist device 39 with respect to a torque obtained from the torque sensor 63. Fig. 27 shows the magnitude of the torque in a vertical direction, and the torque increases toward an upper side. The device control unit 114 performs control so that the torque applied to the crank 21 remains close to the reference torque. The device control unit 114 determines the output from the assist device 39 by comparing the torque obtained from the torque sensor 63 with a seventh threshold value that is greater than the reference torque and an eighth threshold value that is smaller than the reference torque. In a case where the torque obtained from the torque sensor 63 reaches or exceeds the seventh threshold value (upper limit), which is greater than the reference torque, the device control unit 114 determines, for example, to increase the output of the assist device 39, that is, to boost the output.A switch may be made to a mode with a high output from the assist device 39. A switch may be made to a mode with a large ratio of the output from the assist device 39 to a human-applied torque. On the other hand, in a case where the torque obtained from the torque sensor 63 reaches or falls below the eighth threshold (lower limit) that is lower than the reference torque, the device control unit 114 determines that the output from the assist device 39 is decreased, that is, that the output is reduced. A switch may be made to a mode with a low output from the assist device 39. A switch may be made to a mode with a low ratio of the output of the assist device 39 to the human-applied torque.The device control unit 114 performs control so that the torque remains close to the reference torque even after the output changes.

[0223] In the eighth embodiment, the memory 112 of the control device 100 stores the reference torque, the seventh threshold, and the eighth threshold for the output of the above-described assist device 39 as variable parameters. The processing unit 110 of the control device 100, as the parameter changing unit 116, performs processing for changing the reference torque by either increasing or decreasing the reference torque, which is to be compared with the torque for determining the output of the above-described assist device 39.

[0224] Fig. Fig. 28 is a flowchart illustrating an example of a change process of a control parameter in accordance with the eighth embodiment. In the flowchart shown in Fig. 28, the same step numbers are assigned to the same operations as those in the processing shown in Fig. 4 of the first embodiment, and a detailed description thereof will be omitted.

[0225] The parameter changing unit 116 receives input information from the sensor 60 (S101), waits for a predetermined time (for example, 1 to 3 seconds) (step S103), and determines whether the support instruction device 40F is operated (step S181).

[0226] In a case where it is determined that the assist instruction device 40F is operated (YES in S181), the parameter changing unit 116 determines whether a reverse operation of the operation in step S181 is performed on the assist instruction device 40F shortly after the operation in step S181 (for example, within two seconds) (step S183).

[0227] In a case where it is determined that the support instruction device 40F is operated (YES in S181) and the reverse operation has not been performed (NO in S183), it is confirmed that an intervening operation is performed (S109).

[0228] The parameter changing unit 116 determines whether a torque obtained from the torque sensor 63 is equal to or greater than the reference torque related to the output of the assist device 39 (step S185). If it is determined that the torque is equal to or greater than the reference torque (YES in S185), the parameter changing unit 116 lowers the reference torque, which is one of the parameters related to the automatic control of the assist device 39 (step S187). The processing unit 110 ends the change processing of the parameter related to the automatic control.

[0229] In step S183, a driver intends to change the output from the assist device 39 to a state where the torque increases. Therefore, the parameter changing unit 116 lowers the reference torque to facilitate the control to increase (unload control) the output at the torque. Instead of lowering the reference torque, the seventh threshold (upper limit) may be lowered.

[0230] In a case where it is determined in step S185 that the torque is less than the reference torque (NO in S185), the parameter changing unit 116 increases the reference torque, which is one of the parameters related to the automatic control of the assist device 39 (step S189). The processing unit ends the change processing of the parameter related to the automatic control. In step S189, the driver intends to change the output from the assist device 39 to a state where the torque decreases. Therefore, the reference torque is increased to facilitate the control to reduce the output at the torque (load control). Instead of increasing the reference torque, the eighth threshold (lower limit) may be increased.

[0231] In a case where it is determined in step S181 that the support instruction device 40F has not been operated (NO in S181), or it is determined in step S183 that a reverse operation is being performed (YES in S183), it is confirmed that an intervening operation has not been performed (there was no operation) (S117), and the parameter changing unit 116 ends the processing.

[0232] In step S185, the parameter changing unit 116 may make the determination based on whether the torque is increasing. The parameter changing unit 116 may decrease the reference torque in a case where the torque is determined to be increasing, and may increase the reference torque in a case where the torque is determined to be decreasing. Instead of changing the reference torque in step S187 or step S189, the parameter changing unit 116 may change a timing for changing the output of the assist device 39 to be earlier or later.

[0233] Through the processing described above, in a case where a predetermined operation is performed, the reference torque for determining the output from the assist device 39 that has been optimized (learned) for the driver in the human-powered vehicle 1 can be reset. The driver riding on the human-powered vehicle 1 can reset the parameter in a case where the optimization of the parameter deviates from the driver's intention. In a case where another driver gets on the human-powered vehicle 1 and starts driving, the parameter related to the automatic control that has been learned so far can be reset.

[0234] The control by the device control unit 114 based on the torque described in the eighth embodiment can be applied to the processing using the operation probability output model M1. Ninth embodiment

[0235] The automatic control by the device control unit 114 is not limited to the transmission device 31 or the assist device 39, and a reference that can be used to automatically control each of the devices 30 is not limited to the cadence, torque, and traveling speed. The control device 100 may have a control target that includes the suspension 33, the seat post 35, and the braking device 37.

[0236] The control device 100 in accordance with the ninth embodiment can perform automatic control ( Fig. 4), in which the suspension 33 is the control target. In a case where the control target is the suspension 33 and the automatic control is ON, the controller 100 compares at least one of a tilt of the human-driven vehicle 1 detected by the gyro sensor 65, vibrations detected by the acceleration sensor 62, and a road surface condition based on the analysis of an image obtained by the camera 67 with a parameter defined in the setting data to determine a coefficient of return of the suspension 33, and controls the suspension 33. The processing unit 110 of the controller 100 changes a threshold value (parameter) defining a range of the tilt in a case where an intervening operation is performed in accordance with the parameter change processing.For example, in a case where the inclination of the human-driven vehicle 1 increases in a rolling direction during travel (at the start of traveling up or down a slope), and even in a case where the inclination does not reach an upper limit value of the inclination range during travel, the processing unit 110 changes and lowers the upper limit value (parameter) of a target range in a case where the intervening operation of decreasing and softening the coefficient of return of the suspension 33 is performed at the suspension instructing device 40C.In contrast, in a case where the inclination of the human-powered vehicle 1 decreases in the rolling direction during travel (at the end of an uphill or downhill descent), and even in a case where the inclination during travel does not reach a lower limit of the inclination range, the processing unit 110 changes and raises the lower limit value (parameter) of the target range in a case where the interventional operation of raising and solidifying the return coefficient of the suspension 33 is performed at the suspension instruction device 40C. The control device 100 also resets the parameter related to the suspension 33 to predetermined data in a case where a predetermined condition is satisfied.

[0237] In another example, the processing unit 110 of the control device 100 changes a threshold value defining a vibration intensity range in a case where an interventional operation is performed, in accordance with change processing of a parameter related to automatic control. For example, based on data obtained from the acceleration sensor 62, even in a case where the vibration intensity does not reach an upper limit of the intensity range while the vibrations of the human-driven vehicle 1 increase during travel, the processing unit 110 changes and lowers the upper limit value (parameter) of the target range in a case where an interventional operation of lowering and softening a return coefficient of the suspension 33 is performed at the suspension instruction device 40C.Conversely, even in a case where the intensity of vibration does not reach a lower limit of the intensity range while the vibration of the human-driven vehicle 1 decreases during travel, the processing unit 110 changes and raises the lower limit (parameter) of the target range in a case where an intervening operation of raising and firming the coefficient of return of the suspension 33 is performed at the suspension instructing device 40C.

[0238] In another example, the processing unit 110 of the control device 100 changes a threshold value defining a determination range of a road surface condition in a case where an intervening operation is performed, in accordance with change processing of a parameter related to the automatic control.For example, even in a case where, based on an image obtained from the camera 67, the road surface condition is not within a range of conditions determined as off-road while the road surface condition of the human-driven vehicle 1 changes from an on-road condition to an off-road condition during travel, in a case where an intervening operation is performed on the suspension instructing device 40C, the processing unit 110 changes a parameter for the image so that the road surface condition can be easily determined as an off-road condition from the image, the intervening operation being to lower and soften the return coefficient of the suspension 33.On the other hand, in the processing unit 110, even in a case where the road surface condition is not within a range of conditions determined to be on-road while the road surface condition of the human-driven vehicle 1 changes from the off-road condition to the on-road condition during travel, in a case where an intervening operation is performed on the suspension instructing device 40C, the processing unit 110 changes the parameter for the image so that the road surface condition is easily determined to be on-road from the image, the intervening operation being for raising and solidifying the return coefficient of the suspension 33.

[0239] In a case where the control target is the braking device 37 and the automatic control is ON, the control device 100 determines one of a braking start or braking end of the braking device 37 by comparing at least one of a speed obtained from the speed sensor 61, an acceleration and vibration obtained from the acceleration sensor 62, and a driving condition obtained from the camera 67 or a radar with a parameter related to the control, and controls the braking device 37. The processing unit 110 of the control device 100 changes threshold values ​​(parameters) defining ranges of the speed and acceleration at which an engaging operation is performed, in accordance with the change processing of the setting data shown in the flowchart of Fig.4, is to be braked. For example, even in a case where the acceleration does not reach an upper limit value of the acceleration range while the acceleration increases during travel, the processing unit 110 changes and lowers the upper limit value of the target range in a case where an intervening operation to start braking is performed on the brake instruction device 40E. On the other hand, even in a case where the acceleration does not reach a lower limit value of the acceleration range while the acceleration decreases during travel, the processing unit 110 changes and increases the lower limit value (parameter) of the target range in a case where an intervening operation to stop braking is performed on the brake instruction device 40E.

[0240] In another example, in accordance with the change processing of a parameter related to automatic control, the processing unit 110 of the control device 100 changes a threshold value that defines a driving state in which braking is initiated in a case where an intervening operation is performed. For example, even in a case where the driving state obtained from the camera 67 or a radar during driving is not a state where a distance to a person or object in front is equal to or smaller than a set distance for starting braking, the processing unit 110 changes and increases the set distance (parameter) in a case where the intervening operation for starting braking is performed at the brake instruction device 40E.Even in a case where a speed is not equal to or less than a predetermined speed in the situation where the distance to the person or object in front is equal to or less than the set distance, the processing unit 110 changes and increases the predetermined speed (parameter) in a case where the intervening operation for stopping the braking is performed on the braking instruction device 40E.

[0241] In another example, in accordance with the change processing of a parameter related to automatic control, the processing unit 110 of the control device 100 changes a threshold value that defines a vibration range in which braking is initiated in a case where an intervening operation is performed. For example, even in a case where vibrations corresponding to a driving condition obtained from the acceleration sensor 62 (vibrations for determining whether the vehicle is traveling on a rough road) do not reach an upper limit value of a vibration range, the processing unit 110 changes and lowers the upper limit value (parameter) of the vibration range in a case where the intervening operation for starting braking is performed at the brake instruction device 40E.In a case where a predetermined condition is met, the control device 100 also resets the parameter relating to the braking device 37 to predetermined data.

[0242] In a case where a control target is the seat post 35 and automatic control is ON, the controller 100 determines a height of the seat post 35 by comparing at least one of an inclination of the human-powered vehicle 1 obtained from the gyro sensor 65, vibrations obtained from the acceleration sensor 62, and a road surface condition based on the analysis of an image obtained from the camera 67 with a parameter set in the setting data for controlling the seat post 35. The processing unit 110 of the controller 100 changes a threshold value defining an inclination range within which the seat post 35 is to be moved in a case where an engaging operation is performed, in accordance with the change processing of a parameter related to automatic control.For example, in a situation where it can be determined that an inclination of the human-powered vehicle 1 in the rolling direction during travel is an inclination of the human-powered vehicle 1 traveling up a slope, the processing unit 110 changes the inclination of the human-powered vehicle 1 even in a case where the inclination does not reach an upper limit of the inclination range, and lowers the upper limit of the target range in a case where an engaging operation of lowering the seat post 35 is performed on the seat post instructing device 40D.Conversely, in a situation where it can be determined that the inclination of the human-powered vehicle 1 in the rolling direction during travel is an inclination of the human-powered vehicle 1 that has started travel on a flat road, even in a case where the inclination during travel has not reached a lower limit value of the inclination range, the processing unit 110 changes and increases the lower limit value of the target range in a case where an intervening operation of raising the seat post 35 is performed on the seat post instructing device 40D.

[0243] In another example, the processing unit 110 of the control device 100 changes, in accordance with the change processing of a parameter related to automatic control, a threshold value of a vibration range within which the seat post 35 is to be moved in a case where an intervening operation is performed. For example, even in a case where the vibrations of the human-powered vehicle 1 during travel do not reach or exceed a first threshold value, based on which it can be determined that the human-powered vehicle 1 has reached a rough road, the processing unit 110 updates and lowers the first threshold value in a case where an intervening operation for lowering the seat post 35 is performed at the seat post instruction device 40D.Even in a case where the vibrations of the human-driven vehicle 1 during travel do not reach a value lower than a second threshold value on the basis of which it can be determined that the human-driven vehicle 1 has left the rough road, in a case where an interventional operation for raising the seat post 35 is performed on the seat post instructing device 40D, the processing unit 110 changes and raises the second threshold value.

[0244] In another example, the processing unit 110 of the control device 100, in accordance with change processing of a parameter related to automatic control, changes setting data defining a riding condition based on which the seat post 35 is to be moved in a case where an intervening operation is performed. For example, even in a case where a riding condition obtained from the camera 67 during riding was not in a situation where the riding condition is determined to be off-road and uphill, in a case where an intervening operation of lowering the seat post 35 is performed on the seat post instruction device 40D, the processing unit 110 changes a parameter for an image so that the riding condition is determined to be off-road and uphill.Similarly, even in a case where the driving state obtained by the camera 67 during the driving was not in a situation where the driving state is determined to be on the road and flat, the processing unit 110 changes the parameter for the image so that the driving state is determined to be on the road and flat in a case where an interventional operation of raising the seat post 35 is performed on the seat post instruction device 40D. In a case where a predetermined condition is met, the control device 100 also resets the parameter related to the seat post 35 to predetermined data.

[0245] In this way, the parameters relating to the suspension 33, the seat post 35, and the brake device 37 in the human-powered vehicle 1 are optimized (learned) appropriately for a rider. Furthermore, the parameter can be reset when a predetermined operation is performed. The rider riding the human-powered vehicle 1 can reset the parameter when the optimization of the parameter deviates from the rider's intention. When another rider gets on the human-powered vehicle 1 and starts riding, the parameter related to the automatic control learned so far can be reset.

[0246] The phrase "at least / at least one" as used in this description means "one or more" of the desired options. As an example, in a case where the number of options is two, the phrase "at least / at least one" as used in this description means "only one option" or "both of the two options." As another example, in a case where the number of options is three or more, the phrase "at least / at least one" as used in this description means "only one option" or "any combination of two or more options." For example, the expression "at least / at least one of A and B" includes (1) A alone, (2) B alone, and (3) both A and B. The expression "at least / at least one of A, B, and C" includes (1) A alone, (2) B alone, (3) C alone, (4) both A and B, (5) both B and C, (6) both A and C, and (7) all of A, B, and C.In other words, the phrase “at least one of A and B” in this disclosure does not mean “at least one of A and at least one of B”. LIST OF REFERENCE SYMBOLS

[0247] 1 human-powered vehicle, 10 vehicle body, 10A frame, 10B front fork, 12 handlebar, 14 front wheel, 16 rear wheel, 18 seat, 20 drive mechanism, 21 crank, 21A crankshaft, 21B right crank, 21C left crank, 23 first gear, 23A gear, 25 second gear, 25A gear, 27 chain, 29 pedal, 30 device, 31 transmission device, 33 suspension, 35 seat post, 351 saddle, 37 braking device, 371 front braking device, 372 rear braking device, 39 assist device, 40 operating device, 40A operating device, 40B shifting instruction device, 40C suspension instruction device, 40D seat post instruction device, 40E braking instruction device, 40F Assistance instruction device, 40G Reporting unit, 40H Display unit, 50 Battery, 51 Battery body, 53 Battery holder, 60 Sensor, 61 Speed ​​sensor, 62 Acceleration sensor, 63 Torque sensor, 64 Cadence sensor, 65 Gyro sensor, 66 Seat sensor, 67 Camera,68 Position information sensor, 300 Control system for a human-powered vehicle, 7 Information interface device, 70 Processing unit, 72 Memory, 74 Display unit, 76 Actuating device, 78 Communication unit, P7 Application program, 8 Server device, 80 Processing unit, 82 Memory, 84 Communication unit, 100 Control device, 110 Processing unit, 112 Memory, 114 Device control unit, 116 Parameter change unit, 118 Reset unit, 120 Wireless communication device, P14 Device control program, P16 Setting change program, 200 Non-volatile storage medium, P2 Application program, 900 Non-volatile storage medium, P94 Device control program, P96 Setting change program, QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 6985217 B

[0002]

Claims

[1] Control device for a human-powered vehicle, comprising: a processor that reads information from a memory and that performs processing, the processor performing the processing of: Obtaining input information related to the travel of a human-powered vehicle; performing automatic control on a device provided for the human-driven vehicle by control data of the device, the control data being decided on the basis of the received input information; Changing a parameter related to the automatic control of the device based on the input information by learning an intervention performed on the automatic control by a driver; and Resetting the parameter related to the automatic control changed by learning to predetermined data in a case where a predetermined condition is satisfied. [2] A control device for a human-powered vehicle according to claim 1, wherein the processor executes the processing of: Deciding the control data in accordance with a predetermined control algorithm based on the input information; and Resetting a parameter of the predetermined control algorithm as the parameter related to the automatic control to the predetermined data in a case where the predetermined condition is satisfied. [3] A control device for a human-powered vehicle according to claim 1 or 2, wherein the processor executes the processing of: Deciding the control data in accordance with a predetermined control algorithm based on the input information; Changing the parameter of the predetermined control algorithm in a case where a probability of a driver performing the intervening operation on the automatic control of the device is determined to be equal to or greater than a predetermined value using an operation probability output model that outputs a probability that a driver performs an intervening operation on the automatic control of the device; and Resetting at least one parameter of the actuation probability output model and the parameter of the predetermined control algorithm to the predetermined data in a case where the predetermined condition is satisfied. [4] A control device for a human-driven vehicle according to claim 3, wherein the processor changes the parameter of the predetermined control algorithm in a case where the probability output from the operation probability output model is equal to or greater than the predetermined value and it is confirmed that the intervening operation has been performed. [5] A control device for a human-driven vehicle according to claim 1 or 2, wherein the processor uses as the predetermined condition that a specific operation is performed on an operating device of the human-driven vehicle, and resets the parameter in a case where the specific operation is performed. [6] A control device for a human-powered vehicle according to claim 1 or 2, wherein the input information includes a driving speed of the human-driven vehicle, the parameter is set for each different section of the driving speed, and the processor executes a reset in a case where it is determined that the parameter of another section is changed under the predetermined condition in which not only a parameter of a section including the traveling speed of the input information but also a parameter of another section is changed. [7] A control device for a human-driven vehicle according to any one of claims 1 to 6, wherein the processor makes a report of the reset to a driver in a case where the processor executes a reset. [8] A control device for a human-powered vehicle according to claim 7, wherein a text, a color, or a brightness reporting the reset is displayed on a display unit. [9] A control device for a human-powered vehicle according to claim 8, wherein the display unit is a display arranged on a handlebar of the human-powered vehicle. [10] A control device for a human-powered vehicle according to claim 8, wherein the display unit is an information interface device of a driver of the human-powered vehicle. [11] A control device for a human-powered vehicle according to any one of claims 1 to 10, wherein the device is a transmission device of the human-powered vehicle, and the input information includes a cadence of a crank in a drive mechanism of the human-powered vehicle, and the processor raises or lowers a reference cadence as the parameter, wherein the reference cadence is compared with the cadence for determining a gear ratio in the transmission device. [12] A control device for a human-powered vehicle according to claim 11, wherein the input information includes a driving speed of the human-driven vehicle; the reference cadence is set for each different section of the riding speed, and the processor changes the reference cadence in a section including the driving speed of the input information while maintaining a difference from a reference cadence in an adjacent section within a predetermined range. [13] A control device for a human-powered vehicle according to any one of claims 1 to 12, wherein the device is a transmission device of the human-powered vehicle, and the input information includes a torque of a crank in a drive mechanism of the human-powered vehicle, and the processor increases or decreases a reference torque as the parameter, wherein the reference torque is compared with the torque for determining a gear ratio in the transmission. [14] A control device for a human-powered vehicle according to any one of claims 1 to 13, wherein the device is a support device of the human-powered vehicle, and the input information includes a cadence of a crank in a drive mechanism of the human-powered vehicle, and the processor increases or decreases a reference cadence as the parameter, wherein the reference cadence is compared with the cadence to determine an output of the assist device. [15] A control device for a human-powered vehicle according to claim 14, wherein the input information includes a driving speed of the human-driven vehicle, the reference cadence is set for each different section of the riding speed, and the processor changes the reference cadence in a section including the driving speed of the input information while maintaining a difference from a reference cadence in an adjacent section within a predetermined range. [16] A control device for a human-powered vehicle according to any one of claims 1 to 15, wherein the device is a support device of the human-powered vehicle, and the input information includes a torque of a crank in a drive mechanism of the human-powered vehicle, and the processor increases or decreases a reference torque as the parameter, wherein the reference torque is compared with the torque included to determine an output of the assist device. [17] A method for controlling a human-driven vehicle executed by a computer that receives information from the human-driven vehicle and performs processing, comprising: Obtaining input information related to driving a human-powered vehicle; Deciding control data of a device intended for the human-powered vehicle based on the received input information; Changing a parameter related to the automatic control of the device based on the input information by learning an intervention performed by a driver on the automatic control; and Resetting the parameter related to the automatic control changed by learning to predetermined data in a case where a predetermined condition is satisfied. [18] A computer program that causes a computer receiving information from a human-driven vehicle to perform processing of: Obtaining input information related to the travel of a human-powered vehicle; Deciding control data of a device intended for the human-powered vehicle based on the received input information; Changing a parameter related to the automatic control of the device based on the input information by learning an intervention performed by a driver on the automatic control; and Resetting the parameter related to the automatic control changed by learning to predetermined data in a case where a predetermined condition is satisfied.

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