Man-powered vehicle control device

Abstract

To provide a man-powered vehicle control device that can appropriately control a motor when movement of propulsion of the man-powered vehicle is assisted by the motor and a transmission changes a transmission ratio.SOLUTION: A man-powered vehicle control device includes a control unit configured to control a motor. The control unit is configured to reduce an upper limit of output of the motor in an upshift operation of gear changing from one of a plurality of shift stages to another so that a transmission ratio increases, reduce an upper limit in a downshift operation of gear changing from one of the plurality of shift stages to another so that the transmission ratio decreases, and control the motor so that an upper limit in the upshift operation between the predetermined two shift stages, the transmission ratios of which are different by one stage, of the plurality of shift stages is different from an upper limit in the downshift operation between the predetermined two shift stages.SELECTED DRAWING: Figure 2

Description

[Technical field]

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

[0002] The control device for a human-powered vehicle disclosed in Patent Document 1 reduces the output of the driving assistance electric motor in accordance with the human-powered driving force, for example, when the propulsion of the human-powered vehicle is assisted by the driving assistance electric motor and the gear ratio of the transmission is changed. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2014-151745 A Summary of the Invention [Problem to be solved by the invention]

[0004] One object of the present disclosure is to provide a control device for a human-powered vehicle that can suitably control a motor when the motor assists the propulsion of the human-powered vehicle and the transmission changes the gear ratio. [Means for solving the problem]

[0005] A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle including a motor that provides propulsive force to the human-powered vehicle and a transmission that changes a gear ratio of the human-powered vehicle between a plurality of gear stages, and a control unit configured to control the motor, the control unit configured to control the motor to lower an upper limit value of the output of the motor in an upshift operation in which the gear ratio is changed from one of the plurality of gear stages to another so that the gear ratio increases, and to lower the upper limit value in a downshift operation in which the gear ratio is changed from one of the plurality of gear stages to another so that the gear ratio decreases, so that the upper limit value in the upshift operation between two predetermined gear stages among the plurality of gear stages, the gear ratio of which differs by one stage, is different from the upper limit value in the downshift operation between the two predetermined gear stages. According to the control device of the first aspect, the control unit lowers the upper limit of the motor output in upshift operation and downshift operation, making it easier for the transmission to shift gears. According to the control device of the first aspect, the motor can be suitably controlled at the upper limit of the motor output suitable for each of the upshift operation and the downshift operation between two predetermined shift stages having a gear ratio different by one step among the multiple shift stages.

[0006] In the control device of a second aspect according to the first aspect of the present disclosure, the control unit is configured to control the motor so that the upper limit value does not decrease when changing to the smallest gear ratio among the plurality of gear stages. According to the control device of the second aspect, the control unit controls the motor so that the upper limit value of the motor output does not decrease when changing the gear ratio related to the minimum gear shift stage, so that when the load on the transmission is small and gear shifting is easy, the rider is less likely to feel a decrease in the assist force provided by the motor.

[0007] In the control device of a third aspect according to the first or second aspect of the present disclosure, the control unit is configured to control the motor so as not to lower the upper limit value in the upshift operation between the two predetermined shift stages. According to the control device of the third aspect, the control unit controls the motor so as not to lower the upper limit value of the motor output during upshift operation between two predetermined shift stages, so that the rider is less likely to feel a reduction in the assist force provided by the motor during upshift operation between two predetermined shift stages.

[0008] In the control device of a fourth aspect according to any one of the first to third aspects of the present disclosure, the control unit is configured to control the motor so that the upper limit value in the upshift operation between the two predetermined shift stages is lower than the upper limit value in the downshift operation between the two predetermined shift stages. According to the control device of the fourth aspect, the control unit sets the upper limit value of the motor output in an upshift operation between two predetermined shift stages to be lower than the upper limit value of the motor output in a downshift operation between two predetermined shift stages. Therefore, the transmission is easy to shift in an upshift operation between the two predetermined shift stages, and the rider is less likely to feel a reduction in the assist force of the motor in a downshift operation between the two predetermined shift stages.

[0009] In the control device of a fifth aspect according to any one of the first to third aspects of the present disclosure, the control unit is configured to control the motor so that the upper limit value in the downshift operation between the two predetermined shift stages is lower than the upper limit value in the upshift operation between the two predetermined shift stages. According to the control device of the fifth aspect, the control unit sets the upper limit of the motor output in a downshift operation between two predetermined shift stages to be lower than the upper limit of the motor output in an upshift operation between two predetermined shift stages. Therefore, the transmission is easy to shift in a downshift operation between the two predetermined shift stages, and the rider is less likely to feel a reduction in the assist force of the motor in an upshift operation between the two predetermined shift stages.

[0010] In the control device of a sixth aspect according to any one of the first to third aspects of the present disclosure, the multiple shift stages include first two predetermined shift stages having the gear ratios differing by one step and second two predetermined shift stages having the gear ratios differing by one step, and the control unit is configured to control the motor so that the upper limit value in the upshift operation between the first two predetermined shift stages is lower than the upper limit value in the downshift operation between the first two predetermined shift stages, and to control the motor so that the upper limit value in the downshift operation between the second two predetermined shift stages is lower than the upper limit value in the upshift operation between the second two predetermined shift stages. According to the control device of the sixth aspect, the control unit sets the upper limit value of the motor output in an upshift operation between the first two predetermined shift stages lower than the upper limit value of the motor output in a downshift operation between the first two predetermined shift stages. Therefore, the transmission is easy to shift in an upshift operation between the first two predetermined shift stages, and the rider is unlikely to feel a decrease in the assist force by the motor in a downshift operation between the first two predetermined shift stages. According to the control device of the sixth aspect, the control unit sets the upper limit value of the motor output in a downshift operation between the second two predetermined shift stages lower than the upper limit value of the motor output in an upshift operation between the second two predetermined shift stages. Therefore, the transmission is easy to shift in a downshift operation between the second two predetermined shift stages, and the rider is unlikely to feel a decrease in the assist force by the motor in an upshift operation between the second two predetermined shift stages.

[0011] In the control device of the seventh aspect according to the sixth aspect of the present disclosure, the gear ratio in each of the first two predetermined gear shift stages is smaller than the gear ratio in each of the second two predetermined gear shift stages. According to the control device of the seventh aspect, the control unit can make the upper limit value of the motor output in upshift operation smaller than the upper limit value in downshift operation in the first two predetermined shift stages having a smaller gear ratio than the second two predetermined shift stages.

[0012] In the control device of an eighth aspect according to any one of the first to seventh aspects of the present disclosure, the control unit is configured to control the motor to gradually reduce the output of the motor over a first period of time when reducing the output of the motor by changing the upper limit value. According to the control device of the eighth aspect, the control unit gradually reduces the output of the motor over the first period, so that the rider is less likely to feel uncomfortable due to the reduction in motor output.

[0013] In the control device of a ninth aspect according to the eighth aspect of the present disclosure, the first period is a first time, and the first time is not less than 0.05 seconds and not more than 0.3 seconds. According to the control device of the ninth aspect, the control unit gradually reduces the output of the motor over the first time period, so that the rider is less likely to feel uncomfortable due to the reduction in motor output.

[0014] In the control device of a tenth aspect according to any one of the first to ninth aspects of the present disclosure, the control unit is configured to, when reducing the output of the motor by lowering the upper limit value, control the motor to increase the upper limit value to the upper limit value just before the upper limit value is reduced after a predetermined period of time has elapsed since the output of the motor is reduced. According to the control device of the tenth aspect, after a predetermined period of time has elapsed since reducing the output of the motor, the control unit increases the upper limit value to the upper limit value immediately before the upper limit value was reduced, so that after the predetermined period of time has elapsed, the control unit can control the motor using the same upper limit value as before the upper limit value was reduced.

[0015] In the control device of the eleventh aspect according to the tenth aspect of the present disclosure, the predetermined period includes a period until the amount of rotation of the wheels of the human-powered vehicle reaches a predetermined amount of rotation, and the predetermined amount of rotation is greater than or equal to 30 degrees and less than 460 degrees. According to the control device of the eleventh aspect, when the amount of rotation of the wheels of the human-powered vehicle reaches a predetermined amount of rotation, the control unit can control the motor with the same upper limit value as before the upper limit value was lowered.

[0016] In the control device of the 12th aspect according to the 10th or 11th aspect of the present disclosure, the control unit is configured to gradually increase the output of the motor over a second period when increasing the upper limit value and increasing the output of the motor. According to the control device of the twelfth aspect, the control unit gradually increases the output of the motor over the second period, so that the rider is less likely to feel uncomfortable due to the increase in the output of the motor.

[0017] In the control device of a thirteenth aspect according to the twelfth aspect of the present disclosure, the second period is a second time, and the second time is not less than 0.05 seconds and not more than 0.2 seconds. According to the control device of the thirteenth aspect, the control unit gradually increases the output of the motor over the second period of time, so that the rider is less likely to feel uncomfortable due to the increase in the output of the motor.

[0018] In the control device of a fourteenth aspect according to any one of the first to thirteenth aspects of the present disclosure, the control unit is configured to control the motor when changing the upper limit value so that the upper limit value decreases as the human-powered driving force applied to the human-powered vehicle increases. According to the control device of the fourteenth aspect, the control unit lowers the upper limit value of the motor output as the manual driving force increases, so that deterioration in the shifting performance of the transmission can be further suppressed.

[0019] In the control device of a fifteenth aspect according to any one of the first to thirteenth aspects of the present disclosure, the control unit is configured to control the transmission to start operation of the transmission depending on a peak time of human-powered driving force applied to the human-powered vehicle. According to the control device of the fifteenth aspect, the control unit starts the operation of the transmission in accordance with the peak time of the manual driving force, so that the gear ratio can be changed at a time suitable for the manual driving force.

[0020] In the control device of a sixteenth aspect in accordance with the fifteenth aspect of the present disclosure, the transmission includes a plurality of rotating bodies and a derailleur that changes the gear ratio by shifting a transmission body from one of the plurality of rotating bodies to another one of the plurality of rotating bodies, at least one of the plurality of rotating bodies includes at least two gear shift promotion regions in a circumferential direction, the at least two gear shift promotion regions being regions that promote movement of the transmission body from one of the plurality of rotating bodies to the other one of the plurality of rotating bodies by the derailleur, and the control unit is configured to control the transmission to start operation of the transmission in accordance with the peak time and an interval from one of the at least two gear shift promotion regions to an adjacent other one of the at least two gear shift promotion regions, and to control the motor to lower the upper limit value in accordance with the peak time and the interval. According to the control device of the 16th aspect, the control unit starts operation of the transmission at a time that is suitable for the peak time and the interval from one of the at least two shift promotion regions to an adjacent other one of the at least two shift promotion regions, and reduces the upper limit value of the motor output.

[0021] In the control device of a 17th aspect according to any one of the 10th to 13th aspects of the present disclosure, the transmission includes a plurality of rotating bodies and a derailleur that changes the shift stage by switching a transmission body from one of the plurality of rotating bodies to another one of the plurality of rotating bodies, at least one of the plurality of rotating bodies includes at least two shift promotion areas in the circumferential direction, the at least two shift promotion areas being areas that promote movement of the transmission body from one of the plurality of rotating bodies to the other one of the plurality of rotating bodies by the derailleur, and the predetermined period is determined according to the length of the portion where the other one of the plurality of rotating bodies engages with the transmission body and the distance from one of the at least two shift promotion areas to an adjacent other one of the at least two shift promotion areas. According to the control device of the seventeenth aspect, the upper limit value of the motor output can be increased after a period corresponding to a predetermined period determined depending on the length of the portion where an adjacent one of the multiple rotating bodies engages with the transmission body and the distance from one of the at least two shift promotion regions to the adjacent one of the at least two shift promotion regions.

[0022] In the control device of an eighteenth aspect according to the sixteenth or seventeenth aspect of the present disclosure, the derailleur includes a rear derailleur. According to the control device of the eighteenth aspect, the control unit can suitably change the gear ratio by the rear derailleur.

[0023] A control device according to a 19th aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle including a motor that provides propulsive force to the human-powered vehicle and a transmission that changes a gear ratio of the human-powered vehicle between a plurality of gear shift stages, and a control unit configured to control the motor, the control unit lowers an upper limit value of the output of the motor when a shift is made from one of the plurality of gear shift stages to another so that the gear ratio increases in a first group including at least two of the plurality of gear shift stages, and lowers the upper limit value of the output of the motor when a shift is made from one of the plurality of gear shift stages to another so that the gear ratio decreases in a second group including at least two of the plurality of gear shift stages, the first group and the second group differ from each other in at least one of the at least two gear shift stages included in each and in at least one of the numbers of the at least two gear shift stages included in each. According to the control device of the 19th aspect, the control unit lowers the upper limit value of the motor output when the gear ratio is changed from one of the multiple gear shift stages to another in each of the first and second groups, and can therefore suitably control the motor so that the gear ratio can be easily changed in each of the first and second groups. Effect of the Invention

[0024] The control device for a human-powered vehicle disclosed herein can suitably control the motor when the motor assists the propulsion of the human-powered vehicle and the transmission changes the gear ratio. [Brief description of the drawings]

[0025] [Figure 1] 1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle of a first embodiment. [Diagram 2] FIG. 2 is a block diagram showing the electrical configuration of the human-powered vehicle of FIG. [Diagram 3] FIG. 2 is a cross-sectional view of a drive unit for the human-powered vehicle of FIG. [Figure 4] FIG. 2 is a side view of one of the at least one second rotating body of FIG. 1. [Diagram 5] 3 is a flowchart of a first portion of a process executed by the control unit of FIG. 2 to control the motor and the transmission. [Figure 6] 3 is a flowchart of a second part of the process executed by the control unit of FIG. 2 to control the motor and the transmission. [Figure 7] 5 is a timing chart showing an example of changes in manual driving force and an upper limit value in the first embodiment. [Figure 8] 4 is a timing chart showing an example of changes in a communication signal and a response signal in the first embodiment. [Figure 9] 10 is a flowchart of a process for controlling a motor, which is executed by a control unit according to a second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0026] First Embodiment A control device 80 for a human-powered vehicle will be described with reference to Figs. 1 to 7. A human-powered vehicle is a vehicle that has at least one wheel and can be driven at least by human-powered driving force. Human-powered vehicles include various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbents. The number of wheels that a human-powered vehicle has is not limited. Human-powered vehicles include, for example, one-wheeled vehicles and vehicles with two or more wheels. Human-powered vehicles are not limited to vehicles that can be driven only by human-powered driving force. Human-powered vehicles include E-bikes that use not only human-powered driving force but also the driving force of an electric motor for propulsion. E-bikes include electric-assisted bicycles whose propulsion is assisted by an electric motor. In the following, in each embodiment, the human-powered vehicle will be described as an electric-assisted bicycle.

[0027] The human-powered vehicle 10 includes at least one wheel 12 and a vehicle body 14. The at least one wheel 12 includes a front wheel 12F and a rear wheel 12R. The vehicle body 14 includes a frame 16. For example, a saddle is attached to the frame 16.

[0028] The human-powered vehicle 10 further includes a crank 18 to which a human-powered driving force is input, for example. The crank 18 includes a crankshaft 20 rotatable relative to the frame 16, and a pair of crank arms 22A, 22B. The crank arm 22A is provided, for example, at a first axial end of the crankshaft 20. The crank arm 22B is provided, for example, at a second axial end of the crankshaft 20. A pedal 24A is connected to the crank arm 22A, for example. A pedal 24B is connected to the crank arm 22B, for example. A front fork 26 is connected to the frame 16. A front wheel 12F is attached to the front fork 26. A handlebar 28 is connected to the front fork 26 via a stem 30. The rear wheel 12R is supported by the frame 16.

[0029] In this embodiment, the crank 18 is connected to the rear wheel 12R by a drive mechanism 32. The rear wheel 12R is driven by the rotation of the crankshaft 20. At least one of the front wheel 12F and the rear wheel 12R may be connected to the crank 18 by the drive mechanism 32. The drive mechanism 32 includes at least one first rotating body 34 connected to the crankshaft 20. The at least one first rotating body 34 includes, for example, a front sprocket. The at least one first rotating body 34 may include a pulley or a bevel gear. The crankshaft 20 may be connected to the front sprocket via a one-way clutch.

[0030] The drive mechanism 32 further includes at least one second rotating body 36 and a transmission body 38. The transmission body 38 is configured to transmit the rotational force of the at least one first rotating body 34 to the at least one second rotating body 36. The transmission body 38 includes, for example, a chain. The transmission body 38 may include a belt or a shaft. The at least one second rotating body 36 includes, for example, a rear sprocket. The at least one second rotating body 36 may include a pulley or a bevel gear. The chain is wound around, for example, a front sprocket and a rear sprocket. The at least one second rotating body 36 is connected to, for example, the rear wheel 12R. The rear wheel 12R is configured to rotate with, for example, the rotation of the at least one second rotating body 36.

[0031] The at least one second rotating body 36 and the rear wheel 12R are connected via, for example, a first one-way clutch. The first one-way clutch includes, for example, at least one of a roller clutch, a sprag clutch, and a ratchet clutch. The first one-way clutch is configured to transmit a driving force from the at least one second rotating body 36 to the rear wheel 12R when the at least one second rotating body 36 rotates in association with the forward rotation of the at least one first rotating body 34, and to allow relative rotation between the rear wheel 12R and the at least one second rotating body 36 when the speed at which the rear wheel 12R rotates forward is higher than the speed at which the at least one second rotating body 36 rotates forward.

[0032] The human-powered vehicle 10 further includes, for example, a battery 40. The battery 40 includes one or more battery elements. The battery elements include a rechargeable battery. The battery 40 is configured to supply power to electronic devices provided in the human-powered vehicle 10, such as, for example, a control device 80, a motor 42, and a transmission 44. The battery 40 is connected to the control device 80 so as to be able to communicate with it, for example, by wire or wirelessly. The battery 40 can communicate with the control device 80, for example, by power line communication (PLC), a controller area network (CAN), or a universal asynchronous receiver / transmitter (UART).

[0033] The human-powered vehicle 10 includes a motor 42 that provides propulsive force to the human-powered vehicle 10, and a transmission 44 that changes the gear ratio of the human-powered vehicle 10 among a plurality of gear-change stages.

[0034] The motor 42 is configured to drive the transmission body 38, for example. The motor 42 is configured to impart a propulsive force to the human-powered vehicle 10 in response to a human-powered driving force, for example. The motor 42 includes, for example, one or more electric motors. The electric motor included in the motor 42 is, for example, a brushless motor. The motor 42 is configured to transmit a rotational force to at least one member included in a power transmission path of the human-powered driving force from the pedals 24A, 24B to the at least one second rotating body 36, for example. The motor 42 includes, for example, an output shaft 42A. The output shaft 42A transmits the rotational force of the motor 42 to at least one member included in a power transmission path of the human-powered driving force from the pedals 24A, 24B to the at least one second rotating body 36, for example.

[0035] In this embodiment, the motor 42 is configured to drive the transmission body 38 via, for example, the at least one first rotating body 34. The motor 42 is provided, for example, on the frame 16, and configured to transmit rotational force to the at least one first rotating body 34. The motor 42 may have any configuration as long as it can drive the transmission body 38. The motor 42 may be configured to drive the transmission body 38 via the second rotating body 36. The motor 42 may be provided on a hub of the human-powered vehicle 10, and configured to transmit rotational force to the second rotating body 36.

[0036] The human-powered vehicle 10 further includes a housing 46 in which the motor 42 is provided. A drive unit 48 is configured to include the motor 42 and the housing 46. The housing 46 is attached to the frame 16. The housing 46 rotatably supports the crankshaft 20. The motor 42 may be configured to transmit a rotational force to the transmission body 38 without passing through the at least one first rotating body 34. When the motor 42 is configured to transmit a rotational force to the transmission body 38 without passing through the at least one first rotating body 34, for example, a sprocket that engages with the transmission body 38 is provided on the output shaft 42A or a member to which the force of the output shaft 42A is transmitted.

[0037] The drive unit 48 further includes, for example, an output section 50. The output section 50 and the crankshaft 20 are, for example, coaxially arranged. The output section 50 is configured, for example, to transmit a manual driving force and an output of the motor 42. The output section 50 is configured, for example, to transmit a rotational force of the crankshaft 20 and an output of the motor 42. The output section 50 has, for example, a cylindrical shape. The output section 50 is provided on the outer periphery of the crankshaft 20 around the rotation center axis C1 of the crankshaft 20. At least one first rotor 34 is, for example, connected to a first end 50A of the output section 50 so as to rotate integrally with the output section 50.

[0038] The drive unit 48 includes, for example, a reducer 52. The reducer 52 is provided, for example, between the motor 42 and a power transmission path of the human-powered driving force. The reducer 52 includes, for example, at least one reduction portion. The at least one reduction portion includes, for example, a first reduction portion 52A, a second reduction portion 52B, and a third reduction portion 52C. The reducer 52 may include one, two, or four or more reduction portions.

[0039] The first reduction gear part 52A, for example, transmits the rotational torque of the motor 42. The first reduction gear part 52A includes, for example, two gears that mesh with each other. The first reduction gear part 52A may include a belt and a pulley instead of the gears. The first reduction gear part 52A may include a sprocket and a chain instead of the gears.

[0040] The second reduction gear part 52B receives the rotational torque of the motor 42 via the first reduction gear part 52A. The second reduction gear part 52B includes, for example, two gears that mesh with each other. The second reduction gear part 52B may include a belt and a pulley instead of the gears. The second reduction gear part 52B may include a sprocket and a chain instead of the gears.

[0041] The third reduction gear portion 52C receives the rotational torque of the motor 42 via the second reduction gear portion 52B, for example. The third reduction gear portion 52C transmits the rotational torque of the motor 42 to the output portion 50, for example. The third reduction gear portion 52C includes, for example, two gears that mesh with each other. The third reduction gear portion 52C may include a belt and a pulley instead of the gears. The third reduction gear portion 52C may include a sprocket and a chain instead of the gears.

[0042] The drive unit 48 further includes, for example, a second one-way clutch 54. The second one-way clutch 54 is provided, for example, in a power transmission path from the crankshaft 20 to at least one of the first rotors 34. The second one-way clutch 54 is provided, for example, between the crankshaft 20 and the output portion 50.

[0043] The second one-way clutch 54 is configured, for example, to rotate the at least one first rotating body 34 forward when the crankshaft 20 rotates forward, and to allow relative rotation between the crankshaft 20 and the at least one first rotating body 34 when the crankshaft 20 rotates backward. The second one-way clutch 54 includes, for example, at least one of a roller clutch, a sprag clutch, and a ratchet clutch.

[0044] The drive unit 48 further includes, for example, a third one-way clutch 56. The third one-way clutch 56 is provided, for example, in a power transmission path from the motor 42 to at least one of the first rotors 34. The third one-way clutch 56 is provided, for example, in the reducer 52.

[0045] The third one-way clutch 56 is configured, for example, to transmit the rotational force of the motor 42 to the output unit 50. The third one-way clutch 56 is configured, for example, to suppress the rotational force of the crankshaft 20 from being transmitted to the motor 42 when the crankshaft 20 rotates forward. The third one-way clutch 56 includes, for example, at least one of a roller clutch, a sprag clutch, and a ratchet clutch.

[0046] The transmission 44 includes, for example, a gearbox 58. The gearbox 58 is provided, for example, in a transmission path of the human-powered driving force in the human-powered vehicle 10, and is configured to change the gear ratio. The gear ratio is, for example, the ratio of the rotational speed of the wheels 12 to the rotational speed of the crankshaft 20. The rotational speed of the wheels 12 includes, for example, the rotational speed of the drive wheels. The gearbox 58 includes, for example, at least one of a derailleur 58A and an internal gearbox.

[0047] When the transmission 58 includes an internal transmission, the internal transmission is provided, for example, in the hub of the rear wheel 12R. In this embodiment, the transmission 58 includes a derailleur 58A. When the transmission 58 includes the derailleur 58A, the transmission body 38 includes a chain. The transmission body 38 may include a belt. The transmission 58 includes, for example, an electric actuator. The electric actuator is configured to operate, for example, the derailleur 58A.

[0048] The transmission 44 includes, for example, a plurality of rotating bodies 60 and a derailleur 58A. The derailleur 58A changes the gear ratio by shifting the transmission body 38 from one of the plurality of rotating bodies 60 to another of the plurality of rotating bodies 60. The derailleur 58A is configured, for example, to move the transmission body 38 engaged with one of the plurality of rotating bodies 60 to the other of the plurality of rotating bodies 60. The derailleur 58A is configured, for example, to operate the transmission body 38 to change the gear ratio of the rotational speed of the wheel 12 relative to the rotational speed of the crankshaft 20. The plurality of rotating bodies 60 includes, for example, a plurality of sprockets. The derailleur 58A is configured, for example, to move the transmission body 38 engaged with one of the plurality of sprockets to the other of the plurality of sprockets.

[0049] The derailleur 58A is configured to operate the transmission body 38 to change the gear ratio of the rotational speed of the wheels 12 relative to the rotational speed of the crankshaft 20, for example. The derailleur 58A is provided, for example, in a transmission path of the human-powered driving force in the human-powered vehicle 10, and configured to change the gear ratio. The derailleur 58A changes the gear ratio, for example, by operating the transmission body 38 to change the engagement state between the multiple rotating bodies 60 and the transmission body 38. The relationship between the gear ratio, the rotational speed of the wheels 12, and the rotational speed of the crankshaft 20 is expressed by equation (1). In equation (1), R represents the gear ratio. In equation (1), W represents the rotational speed of the wheels 12. In equation (1), C represents the rotational speed of the crankshaft 20. Equation (1): R = W (rpm) / C (rpm)

[0050] The derailleur 58A can change the gear ratio by, for example, changing the gear stage. The derailleur 58A is configured to perform an upshift operation to change from one of the multiple gear stages to another so that the gear ratio increases. The derailleur 58A is configured to perform a downshift operation to change from one of the multiple gear stages to another so that the gear ratio decreases.

[0051] The derailleur 58A is configured to operate the transmission body 38 to change, for example, from one of a plurality of shift stages to another one. The plurality of shift stages are set, for example, according to at least one of the plurality of rotating bodies 60. For example, a different gear ratio is set for each of the plurality of shift stages. For example, the higher the shift stage, the larger the gear ratio.

[0052] The at least one first rotating body 34 includes, for example, a plurality of first rotating bodies 34. The at least one second rotating body 36 includes, for example, a plurality of second rotating bodies 36. The plurality of rotating bodies 60 includes, for example, at least one of the plurality of first rotating bodies 34 and the plurality of second rotating bodies 36. The plurality of first rotating bodies 34 includes, for example, a plurality of first sprockets. The plurality of second rotating bodies 36 includes, for example, a plurality of second sprockets. The plurality of rotating bodies 60 includes, for example, at least one of the plurality of first sprockets and the plurality of second sprockets.

[0053] When the multiple rotating bodies 60 include multiple first sprockets and multiple second sprockets, the speed change stage is set according to, for example, a combination of one of the multiple first sprockets and one of the multiple second sprockets. When at least one first rotating body 34 includes one first sprocket and the multiple rotating bodies 60 include multiple second sprockets, the speed change stage is set according to, for example, a combination of one first sprocket and one of the multiple second sprockets. When the multiple rotating bodies 60 include multiple first sprockets and at least one second rotating body 36 includes one second sprocket, the speed change stage is set according to, for example, a combination of one first sprocket and one second sprocket.

[0054] The derailleur 58A, for example, moves a chain engaged with one of the multiple sprockets to another of the multiple sprockets. The derailleur 58A includes, for example, a rear derailleur 58B. When the derailleur 58A includes the rear derailleur 58B and the multiple rotating bodies 60 include multiple second sprockets, the sprocket with the smallest number of teeth among the multiple second sprockets is selected, for example, to realize the maximum shifting stage that can be realized by the derailleur 58A. When the derailleur 58A includes the rear derailleur 58B and the multiple rotating bodies 60 include multiple second sprockets, the sprocket with the largest number of teeth among the multiple second sprockets is selected, for example, to realize the minimum shifting stage that can be realized by the derailleur 58A.

[0055] When derailleur 58A includes rear derailleur 58B, for example, the plurality of second sprockets includes 2 or more and 20 or less second sprockets. When derailleur 58A includes a rear derailleur, for example, the plurality of second sprockets includes 12 second sprockets.

[0056] Derailleur 58A may include a front derailleur. When derailleur 58A includes a front derailleur and rotating bodies 60 include a plurality of first sprockets, a sprocket with the smallest number of teeth among the plurality of first sprockets is selected, for example, to realize the smallest gear shift stage achievable by derailleur 58A. When derailleur 58A includes a front derailleur and rotating bodies 60 include a plurality of first sprockets, a sprocket with the largest number of teeth among the plurality of first sprockets is selected, for example, to realize the largest gear shift stage achievable by derailleur 58A.

[0057] If derailleur 58A includes a front derailleur, the multiple first sprockets include, for example, two or more and three or less first sprockets. If derailleur 58A includes a front derailleur, the multiple first sprockets include, for example, two first sprockets.

[0058] At least one of the multiple rotating bodies 60 includes at least two gear shifting promotion regions 62 in the circumferential direction. The at least two gear shifting promotion regions 62 are set, for example, individually in each of the multiple first rotating bodies 34 and at least one of the multiple second rotating bodies 36. The at least two gear shifting promotion regions 62 are regions that promote movement of the transmission body 38 from one of the multiple rotating bodies 60 to another adjacent one of the multiple rotating bodies 60 by the derailleur 58A.

[0059] When the at least two shift promotion regions 62 are set individually in each of the multiple second rotating bodies 36, for example, the at least two shift promotion regions 62 may be different in all of the multiple second rotating bodies 36, or at least two may be the same. At least one of the multiple second rotating bodies 36 may not include at least two shift promotion regions 62. For example, the smallest second sprocket among the multiple second sprockets does not include at least two shift promotion regions 62, and the other second sprockets include at least two shift promotion regions 62.

[0060] When at least two shifting promotion areas 62 are individually set in each of the plurality of second rotating bodies 36, for example, the at least two shifting promotion areas 62 include a first shifting promotion area 62A and a second shifting promotion area 62B. The first shifting promotion area 62A, for example, promotes movement of a chain from one of the plurality of second sprockets to another of the plurality of second sprockets. The first shifting promotion area 62A, for example, promotes an increase in a shifting stage. The first shifting promotion area 62A, for example, promotes movement of a chain from a second sprocket having a larger number of teeth among the plurality of second sprockets to a second sprocket having a smaller number of teeth among the plurality of second sprockets. The first shifting promotion area 62A, for example, promotes an upshift operation.

[0061] The second shifting facilitation region 62B, for example, facilitates movement of the chain from another one of the plurality of second sprockets to one of the plurality of second sprockets. The second shifting facilitation region 62B, for example, facilitates a decrease in a shifting stage. The second shifting facilitation region 62B, for example, facilitates movement of the chain from a second sprocket having fewer teeth among the plurality of second sprockets to a second sprocket having more teeth among the plurality of second sprockets. The second shifting facilitation region 62B, for example, facilitates a downshift operation.

[0062] When the at least two shift promotion regions 62 are set individually in each of the multiple first rotating bodies 34, for example, the at least two shift promotion regions 62 may be different in all of the multiple first rotating bodies 34, or at least two may be the same. At least one of the multiple first rotating bodies 34 may not include at least two shift promotion regions 62. For example, the smallest first sprocket among the multiple first sprockets does not include at least two shift promotion regions 62, and the other first sprockets include at least two shift promotion regions 62.

[0063] When at least two shifting promotion regions 62 are set individually for each of the multiple first rotating bodies 34, the at least two shifting promotion regions 62 include, for example, a third shifting promotion region and a fourth shifting promotion region. The third shifting promotion region, for example, promotes movement of a chain from one of the multiple first sprockets to another of the multiple first sprockets. The third shifting promotion region, for example, promotes an increase in the shifting stage. The third shifting promotion region, for example, promotes movement of a chain from a first sprocket with a smaller number of teeth among the multiple first sprockets to a first sprocket with a larger number of teeth among the multiple first sprockets. The third shifting promotion region, for example, promotes an upshift operation.

[0064] The fourth shifting facilitating region, for example, facilitates movement of a chain from another one of the plurality of first sprockets to one of the plurality of first sprockets. The fourth shifting facilitating region, for example, facilitates a smaller shift stage. The fourth shifting facilitating region, for example, facilitates movement of a chain from a sprocket having a greater number of teeth of the plurality of first sprockets to a first sprocket having a smaller number of teeth of the plurality of first sprockets. The fourth shifting facilitating region, for example, facilitates a downshift operation.

[0065] Fig. 4 shows one of the multiple second rotating bodies 36. In one of the multiple second rotating bodies 36 shown in Fig. 4, for example, four first gear shift promotion regions 62A and four second gear shift promotion regions 62B are provided. The four first gear shift promotion regions 62A and the four second gear shift promotion regions 62B are provided alternately in the circumferential direction of one of the multiple second rotating bodies 36, for example.

[0066] The human-powered vehicle 10 further includes an operation unit 64 configured to be able to operate the transmission 58, for example. The operation unit 64 is provided on the handlebar 28, for example. The operation unit 64 may be connected to the transmission 58 by a Bowden cable or the like, or may be electrically connected to the transmission 58 so as to be able to communicate with it. When the operation unit 64 is electrically connected to the transmission 58 so as to be able to communicate with it, the transmission 58 may include, for example, an electric actuator.

[0067] The human-powered vehicle 10 may further include a display unit 66. The display unit 66 may include, for example, a display. The display unit 66 may include a cycle computer. The display may include, for example, a liquid crystal display. The display may include a segment display or an organic EL display. The display unit 66 may include a light-emitting unit such as an LED (Light-Emitting Diode).

[0068] The control unit 82 is configured to control the display unit 66 to display the display information. The display unit 66 displays the display information on a display, for example. The display unit 66 is configured to be able to communicate with the control unit 82, for example, via wire or wirelessly. The display information includes, for example, at least one of a graph, a numerical value, a gauge, a character, and light.

[0069] The display unit 66 may include a speaker instead of or in addition to a display. The speaker displays the display information by, for example, sound. When the display unit 66 includes a speaker, the display information includes, for example, voice, melody, and beep sound.

[0070] The human-powered vehicle 10 may further include at least one IoT (Internet of Things) device 68. The at least one IoT device 68 is connected to, for example, the Internet. The at least one IoT device 68 includes, for example, a plurality of IoT devices 68. When the at least one IoT device 68 includes a plurality of IoT devices 68, the plurality of IoT devices 68 are configured to communicate with each other via the Internet. The at least one IoT device 68 includes, for example, various electrical components provided in the human-powered vehicle 10. The electrical components include, for example, at least one of a battery 40, a drive unit 48, a gearbox 44, a display unit 66, a lamp 70, an electrically adjustable seat post, an electrically-operated suspension, an electrically-operated brake, and a cycle computer.

[0071] The human-powered vehicle 10 may further include a lamp 70. The lamp 70 includes, for example, a front lamp. The front lamp is attached, for example, to the front fork 26. The lamp 70 may include, for example, a tail lamp instead of or in addition to the front lamp. The tail lamp is attached, for example, to a seat stay of the human-powered vehicle 10. The lamp 70 may be supplied with power from, for example, the battery 40, or may be supplied with power from a battery different from the battery 40.

[0072] The human-powered vehicle 10 further includes, for example, a vehicle speed detection unit 72. The vehicle speed detection unit 72 is, for example, connected to the control unit 82 so as to be able to communicate with the control unit 82 via wire or wirelessly. The vehicle speed detection unit 72 is configured, for example, to detect information relating to the vehicle speed of the human-powered vehicle 10. The vehicle speed detection unit 72 is configured, for example, to detect information relating to the rotational speed of the wheels 12. The vehicle speed detection unit 72 is configured, for example, to detect a magnet provided on at least one of the front wheels 12F and the rear wheels 12R.

[0073] The vehicle speed detection unit 72 is configured to output a predetermined number of detection signals during one rotation of the wheel 12, for example. The predetermined number is, for example, 1. The vehicle speed detection unit 72 outputs a signal corresponding to the rotation speed of the wheel 12, for example. The control unit 82 can calculate the vehicle speed of the human-powered vehicle 10 based on the signal corresponding to the rotation speed of the wheel 12 and information relating to the circumference of the wheel 12. The memory unit 84 stores, for example, information relating to the circumference of the wheel 12.

[0074] The human-powered vehicle 10 further includes, for example, a crank rotation state detection unit 74. The crank rotation state detection unit 74 is, for example, connected to the control unit 82 so as to be able to communicate with the control unit 82 via wire or wirelessly. The crank rotation state detection unit 74 detects, for example, the amount of rotation of at least one of the crankshaft 20 and the at least one first rotor 34.

[0075] The crank rotation state detection unit 74 is configured to detect, for example, information corresponding to at least one of the rotation speed of the crankshaft 20 and the rotation speed of the at least one first rotating body 34. The information corresponding to the rotation speed of the crankshaft 20 includes, for example, the angular acceleration of the crankshaft 20. The information corresponding to the rotation speed of the at least one first rotating body 34 includes, for example, the angular acceleration of the at least one first rotating body 34.

[0076] The crank rotation state detection unit 74 is configured to output, for example, a signal corresponding to at least one of the rotation speed of the crankshaft 20 and the rotation speed of the at least one first rotor 34. The crank rotation state detection unit 74 is configured to output, for example, a detection signal corresponding to at least one rotation angle of the crankshaft 20 and the at least one first rotor 34 while at least one of the crankshaft 20 and the at least one first rotor 34 makes one rotation.

[0077] The crank rotation state detection unit 74 includes, for example, a magnetic sensor that outputs a signal according to the strength of a magnetic field. The crank rotation state detection unit 74 includes, for example, an annular magnet with a plurality of magnetic poles arranged in a circumferential direction. The annular magnet is provided, for example, between the crankshaft 20, at least one first rotor 34, or a power transmission path from the crankshaft 20 to at least one first rotor 34. The annular magnet includes, for example, one S pole and one N pole. The one S pole and the one N pole each extend continuously for 180 degrees around the rotation center axis C1 of the crankshaft 20. The crank rotation state detection unit 74 may include an optical sensor, an acceleration sensor, a gyro sensor, a torque sensor, or the like, instead of the magnetic sensor.

[0078] The crank rotation state detection unit 74 is provided, for example, on the frame 16. When the crank rotation state detection unit 74 is provided on the frame 16, the crank rotation state detection unit 74 may be configured to include a vehicle speed sensor. When the crank rotation state detection unit 74 includes a vehicle speed sensor, the control unit 82 may be configured to calculate the rotation speed of the crankshaft 20 according to the vehicle speed detected by the vehicle speed sensor and the gear ratio. The crank rotation state detection unit 74 may be provided in the drive unit 48.

[0079] The crank rotation state detection unit 74 may be configured to detect an amount of rotation of the at least one second rotating body 36. The crank rotation state detection unit 74 may be configured to detect information corresponding to the rotation speed of the at least one second rotating body 36. The information corresponding to the rotation speed of the at least one second rotating body 36 includes, for example, the angular acceleration of the at least one second rotating body 36. The crank rotation state detection unit 74 may be configured to output a signal corresponding to the rotation speed of the at least one second rotating body 36.

[0080] The human-powered vehicle 10 further includes, for example, a human-powered driving force detection unit 76. The human-powered driving force detection unit 76 is communicably connected to the control unit 82, for example, by wire or wirelessly. The human-powered driving force detection unit 76 is configured to output, for example, a signal corresponding to the torque applied to the crankshaft 20 by the human-powered driving force. The signal corresponding to the torque applied to the crankshaft 20 by the human-powered driving force includes information related to the human-powered driving force input to the human-powered vehicle 10.

[0081] The manual driving force detection unit 76 is provided, for example, on a member included in the transmission path of the manual driving force or on a member included in the vicinity of a member included in the transmission path of the manual driving force. The members included in the transmission path of the manual driving force include, for example, the crankshaft 20 and a member that transmits the manual driving force between the crankshaft 20 and at least one first rotor 34. The manual driving force detection unit 76 is provided, for example, on a power transmission unit configured to transmit the manual driving force from the crankshaft 20 to the output unit 50. The power transmission unit is provided, for example, on the outer periphery of the crankshaft 20.

[0082] The manual driving force detection unit 76 includes a strain sensor, a magnetostrictive sensor, a pressure sensor, etc. The strain sensor includes a strain gauge. The manual driving force detection unit 76 may have any configuration as long as it can obtain information related to the manual driving force.

[0083] The manual driving force detection unit 76 may be provided, for example, in at least one of the crank arms 22A, 22B or the pedals 24A, 24B. When the manual driving force detection unit 76 is provided in at least one of the pedals 24A, 24B, the manual driving force detection unit 76 may include a sensor that detects pressure applied to at least one of the pedals 24A, 24B. The manual driving force detection unit 76 may be provided in a chain included in the transmission body 38. When the manual driving force detection unit 76 is provided in the chain, the manual driving force detection unit 76 may include a sensor that detects tension of the chain.

[0084] The human-powered vehicle 10 further includes, for example, a motor load detection unit 78 configured to be able to detect the load of the motor 42. The motor load detection unit 78 is, for example, connected to the control unit 82 so as to be able to communicate with it via wire or wirelessly. The motor load detection unit 78 is configured to detect, for example, the load of the motor 42. The motor load detection unit 78 includes, for example, a current sensor that detects the current flowing through the motor 42, and a rotation sensor that detects the rotation speed of the motor 42. The load of the motor 42 can be detected using known technology based on the current flowing through the motor 42 and the rotation speed of the motor 42, and therefore a detailed description thereof will be omitted. The motor load detection unit 78 may be included in the motor 42.

[0085] The control device 80 for a human-powered vehicle includes a control unit 82. The control device 80 may be provided, for example, in the vehicle body 14 or in the drive unit 48. The control unit 82 includes, for example, an arithmetic processing device that executes a predetermined control program. The arithmetic processing device included in the control unit 82 includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit).

[0086] The arithmetic processing device included in the control unit 82 may be provided in multiple locations separate from one another. A part of the arithmetic processing device may be provided in the human-powered vehicle 10, and another part of the arithmetic processing device may be provided in a server connected to the Internet. When the arithmetic processing device is provided in multiple locations separate from one another, the parts of the arithmetic processing device are connected to each other so that they can communicate with each other via a wireless communication device. The control unit 82 may include one or more microcomputers.

[0087] The control device 80 further includes, for example, a storage unit 84. The storage unit 84 is, for example, connected to the control unit 82 so as to be communicable by wire or wirelessly. The storage unit 84 stores, for example, a control program and information used in the control process. The storage unit 84 includes, for example, a nonvolatile memory and a volatile memory. The nonvolatile memory includes, for example, at least one of a Read-Only Memory (ROM), an Erasable Programmable Read Only Memory (EPROM), an Electrically Erasable Programmable Read-Only Memory (EEPROM), and a flash memory. The volatile memory includes, for example, a Random Access Memory (RAM).

[0088] The control device 80 may further include a drive circuit for the motor 42. The control unit 82 and the drive circuit are provided, for example, in the housing 46. The control unit 82 and the drive circuit may be provided on the same circuit board. The drive circuit is connected to the control unit 82, for example, so as to be able to communicate with each other via wire or wirelessly. The drive circuit drives the motor 42 in response to a control signal from the control unit 82, for example.

[0089] The drive circuit is, for example, electrically connected to the motor 42. The drive circuit controls, for example, the supply of power from the battery 40 to the motor 42. The drive circuit includes, for example, an inverter circuit. The inverter circuit includes, for example, a plurality of transistors. The inverter circuit includes, for example, a configuration in which a plurality of inverter units, each of which is made up of a pair of transistors connected in series, are connected in parallel. The inverter circuit may have a current sensor that detects a current flowing through the inverter circuit. The current sensor is, for example, connected to the control unit 82 so as to be able to communicate with the control unit 82 via wire or wirelessly.

[0090] The control unit 82 is configured to control the motor 42. The control unit 82 is configured, for example, to control the motor 42 in accordance with the state of the human-powered vehicle 10. The control unit 82 is configured, for example, to control the motor 42 so as to change the output of the motor 42 in accordance with the human-powered driving force input to the human-powered vehicle 10. The control unit 82 is configured, for example, to control the motor 42 so as to change the propulsion force in accordance with the human-powered driving force input to the human-powered vehicle 10. The control unit 82 is configured, for example, to control the motor 42 in accordance with the human-powered driving force detected by the human-powered driving force detection unit 76.

[0091] The control unit 82 is configured to control the motor 42 in response to at least one of the rotation speed of the crankshaft 20 and the rotation speed of the at least one first rotor 34 detected by the crank rotation state detection unit 74. The control unit 82 is configured to control the motor 42 in response to the vehicle speed of the human-powered vehicle 10 detected by the vehicle speed detection unit 72, for example.

[0092] The control unit 82 may be configured to drive the motor 42 to impart a propulsive force to the human-powered vehicle 10 in accordance with at least one of the human-powered driving force or the rotational speed of the crankshaft 20 when the vehicle speed of the human-powered vehicle 10 is lower than a first vehicle speed. The first vehicle speed is, for example, a speed prescribed by law for each country. The first vehicle speed is, for example, 24 km / h, 25 km / h, 30 km / h, 32 km / h, or 45 km / h.

[0093] The control unit 82 is configured, for example, to control the motor 42 so that the assist level by the motor 42 becomes a predetermined assist level. The assist level includes, for example, at least one of the ratio of the output of the motor 42 to the human-powered driving force input to the human-powered vehicle 10, the maximum value of the output of the motor 42, and a suppression level of the output fluctuation of the motor 42 when the output of the motor 42 decreases.

[0094] The control unit 82 is configured to control the motor 42 so that the ratio of the assist force to the human-powered driving force becomes a predetermined ratio, for example. The human-powered driving force corresponds to the propulsive force of the human-powered vehicle 10 generated by the user rotating the crankshaft 20, for example. The human-powered driving force corresponds to the driving force input to at least one first rotor 34 by the user rotating the crankshaft 20, for example. The control unit 82 is configured to be able to select, for example, an assist mode and an assist stop mode.

[0095] The assist force includes, for example, a driving force input to at least one first rotor 34 in response to the output of the motor 42. The assist force corresponds to, for example, a propulsive force of the human-powered vehicle 10 generated by the rotation of the motor 42. In the case where the drive unit 48 includes a reducer 52, the assist force corresponds to, for example, the output of the reducer 52.

[0096] The predetermined ratio may not be constant, but may vary depending on at least one of the manual driving force, the rotational speed of the crankshaft 20, the rotational speed of the at least one first rotating body 34, and the vehicle speed. The predetermined ratio may not be constant, but may vary depending on at least one of the manual driving force, the rotational speed of the crankshaft 20, and the rotational speed of the at least one first rotating body 34, and the vehicle speed.

[0097] The human-powered driving force corresponds to, for example, the propulsive force of the human-powered vehicle 10 generated by a user rotating the crankshaft 20. The human-powered driving force corresponds to, for example, a driving force input to at least one first rotor 34 by a user rotating the crankshaft 20. The human-powered driving force is expressed, for example, by at least one of torque and power. When the human-powered driving force is expressed by torque, for example, the human-powered driving force is described as human-powered torque. The power of the human-powered driving force is, for example, the product of the torque applied to the crankshaft 20 and the rotational speed of the crankshaft 20.

[0098] The assist force is represented by at least one of torque and power, for example. When the assist force is represented by torque, for example, the assist force is described as assist torque. When the assist force is represented by power, for example, the assist force is described as assist power. The assist power is, for example, the product of the output torque of the reducer 52 and the rotation speed of the output shaft of the reducer 52. The ratio of the assist force to the manual driving force may be the ratio of the assist torque to the manual torque, or may be the ratio of the assist power to the manual power.

[0099] The control unit 82 is configured, for example, to control the motor 42 so that the assist force is equal to or less than the maximum assist force. The control unit 82 is configured, for example, to control the motor 42 so that the assist torque is equal to or less than the maximum assist torque. The maximum assist torque is, for example, a value in the range of 20 Nm or more and 200 Nm or less. The maximum assist torque is determined, for example, by the output characteristics of the motor 42 and at least one of the control modes. The control unit 82 may be configured to control the motor 42 so that the assist power is equal to or less than the maximum assist power.

[0100] The control unit 82 is configured to control the motor 42 so that the response speed of the assist torque relative to the manual driving force becomes a predetermined value. For example, the control unit 82 is configured to control the motor 42 so that the response speed when the manual driving force decreases is slower than the response speed when the manual driving force increases. For example, when the manual driving force decreases, the control unit 82 slows down the response speed by performing a filter process. The filter includes, for example, a time constant.

[0101] The control unit 82 is configured to control the derailleur 58A when, for example, a gear shifting condition is satisfied. The gear shifting condition relates to, for example, at least one of the driving state of the human-powered vehicle 10, the driving environment of the human-powered vehicle 10, and the operating state of the operating unit 64. The driving environment of the human-powered vehicle 10 includes, for example, at least one of the gradient of the road surface and the road resistance. The driving state of the human-powered vehicle 10 includes, for example, at least one of the vehicle speed, the rotational speed of the crankshaft 20, the human-powered driving force, and the tilt angle of the human-powered vehicle 10.

[0102] The gear shift condition is, for example, a gear shift condition related to an automatic gear shift, and is satisfied, for example, at least one of the following: the driving state of the human-powered vehicle 10 satisfies a predetermined state; and the driving environment of the human-powered vehicle 10 satisfies a predetermined state. The driving environment of the human-powered vehicle 10 includes, for example, at least one of the gradient of the road surface and the road resistance. The driving state of the human-powered vehicle 10 includes, for example, at least one of the vehicle speed, the rotation speed of the crankshaft 20, the human-powered driving force, and the tilt angle of the human-powered vehicle 10. The gear shift condition may be satisfied when the control unit 82 receives a gear shift command from the operation unit 64. The gear shift command includes, for example, at least one of a gear shift command related to an upshift operation and a gear shift command related to a downshift operation.

[0103] The control unit 82 is configured to execute a predetermined gear-changing operation, for example, when the gear-changing condition is satisfied and a first condition related to pedaling is satisfied, to control the motor 42 to drive the transmission body 38 and to control the derailleur 58A to operate the transmission body 38 to change the gear ratio. The first condition is satisfied, for example, in at least one of the following cases: when the human-powered driving force is equal to or less than a first driving force, when the rotation speed of the crankshaft 20 is equal to or less than a first rotation speed, and when the crankshaft 20 is oscillating. When the crankshaft 20 is oscillating, this includes a case where the crankshaft 20 has not completely stopped and the rotation angle of the crankshaft 20 is maintained within a predetermined angle range. The predetermined angle range is, for example, equal to or more than 1 degree and equal to or less than 20 degrees. In the predetermined gear-changing operation, for example, the control unit 82 is configured to drive the motor 42 so that no propulsive force is applied to the human-powered vehicle 10.

[0104] For example, when changing the gear shift stage multiple times in a predetermined gear shift operation, the control unit 82 controls the transmission 44 to operate the derailleur 58A to change the gear ratio by one stage, and then operate the derailleur 58A to change the gear ratio by one stage again after the third time has elapsed. For example, the control unit 82 may drive the motor 42 continuously in the predetermined gear shift operation, or may drive the motor 42 intermittently in accordance with the operation of the derailleur 58A. The third time is, for example, greater than 0 seconds and equal to or less than 2 seconds. The third time is, for example, 1 second.

[0105] The control unit 82 may set the third time individually for each gear shift stage, for example. The control unit 82 may increase the third time as the gear ratio increases, for example. The control unit 82 may decrease the third time as the gear ratio decreases, for example. The control unit 82 may change the third time according to the vehicle speed of the human-powered vehicle 10. The control unit 82 may change the third time such that the third time becomes shorter as the vehicle speed of the human-powered vehicle 10 increases, for example. For example, the third time in an upshift operation may be different from the third time in a downshift operation. For example, the third time in an upshift operation may be shorter than the third time in a downshift operation. For example, the third time in an upshift operation may be longer than the third time in a downshift operation.

[0106] When the control unit 82 successively changes the gear shift stage by the transmission 44 during pedaling, for example, the control unit 82 controls the motor 42 and the transmission 44 so that a change to the next gear shift stage is made after a third time has elapsed after the change to the first gear shift stage is completed, regardless of whether the motor 42 is providing propulsive force to the human-powered vehicle 10 or not.

[0107] When the transmission 44 continuously changes the gear shift stage during pedaling, the control unit 82 may control the transmission 44 so that the transmission 44 stops for a third time after the change to the first gear shift stage is completed, depending on whether the motor 42 applies propulsive force to the human-powered vehicle 10. For example, the control unit 82 may control the transmission 44 so that the third time when the transmission 44 continuously changes the gear shift stage during pedaling and the motor 42 applies propulsive force to the human-powered vehicle 10 is longer than the third time when the transmission 44 continuously changes the gear shift stage during pedaling and the motor 42 does not apply propulsive force to the human-powered vehicle 10. Cases when the motor 42 does not apply propulsive force to the human-powered vehicle 10 include, for example, a case where the control mode of the control unit 82 is the assist stop mode or a case where the vehicle speed is higher than the first vehicle speed.

[0108] The control unit 82 may be configured to change an auto-shift setting, which indicates whether or not to permit execution of auto-shifting when the shifting conditions related to auto-shifting are satisfied, between permission and prohibition. The control unit 82 may be configured to set a first permission setting and a second permission setting when the auto-shifting setting is permitted. The first permission setting is a setting for permitting or prohibiting shifting when the first condition related to pedaling is not satisfied and the shifting conditions related to auto-shifting are satisfied. The second permission setting is a setting for permitting or not prohibiting shifting when the first condition related to pedaling is satisfied and the shifting conditions related to auto-shifting are satisfied. When shifting is permitted in the second permission setting, a predetermined shifting operation can be executed. The auto-shifting setting, the first permission setting, and the second permission setting can be changed by the user, for example, using an external device capable of communicating with the operation unit 64 and the control device 80. The control unit 82 may be configured, for example, such that when the automatic gear shift setting is permitted, both the first permitted setting and the second permitted setting cannot be prohibited.

[0109] The control unit 82 lowers the upper limit value N of the output of the motor 42 in an upshift operation in which a shift is made from one of a plurality of shift stages to another so that the gear ratio increases. The control unit 82 lowers the upper limit value N in a downshift operation in which a shift is made from one of a plurality of shift stages to another so that the gear ratio decreases. For example, when a propulsive force is imparted to the human-powered vehicle 10 by the motor 42, the control unit 82 lowers the upper limit value N of the output of the motor 42 in an upshift operation. For example, when a propulsive force is imparted to the human-powered vehicle 10 by the motor 42, the control unit 82 lowers the upper limit value N in a downshift operation.

[0110] For example, when a propulsive force is applied to the human-powered vehicle 10 by the motor 42, and when changing from one of a plurality of gear-change stages to another so as to change the gear ratio, the control unit 82 controls the motor 42 so that the motor 42 does not output a torque greater than the upper limit value N by lowering the upper limit value N of the output of the motor 42.

[0111] The control unit 82 is configured to control the motor 42 such that the upper limit value N in an upshift operation between two predetermined shift stages having a gear ratio that differs by one step among the multiple shift stages is different from the upper limit value N in a downshift operation between the two predetermined shift stages. The two predetermined shift stages having a gear ratio that differs by one step may include all or some of the combinations of the two predetermined shift stages having gear ratios that differ by one step. The control unit 82 is configured to control the motor 42 such that the upper limit value N in an upshift operation between the two predetermined shift stages is lower than the upper limit value N in a downshift operation between the two predetermined shift stages.

[0112] Table 1 shows an example of the relationship between the shift stage and the upper limit value N in the downshift operation and the upper limit value N in the upshift operation. In Table 1, the number of shift stages is 11. In Table 1, when the shift stage is downshifted from the 11th stage to the 10th stage, from the 10th stage to the 9th stage, from the 9th stage to the 8th stage, or from the 8th stage to the 7th stage, the control unit 82 sets the upper limit value N to the upper limit value N1. When the shift stage is downshifted from the 7th stage to the 6th stage, from the 6th stage to the 5th stage, from the 5th stage to the 4th stage, from the 4th stage to the 3rd stage, from the 3rd stage to the 2nd stage, or from the 2nd stage to the 1st stage, the control unit 82 sets the upper limit value N to the upper limit value N2. The upper limit value N2 is, for example, substantially equal to the normal upper limit value NA. The normal upper limit value NA is, for example, the upper limit value N at which the motor 42 can impart a suitable propulsive force to the human-powered vehicle 10. The upper limit value N1 is, for example, smaller than the upper limit value N2. The normal upper limit value NA may be changed depending on, for example, the assist mode.

[0113] When the shift stage is upshifted from the 10th stage to the 11th stage, from the 9th stage to the 10th stage, or from the 8th stage to the 9th stage, the control unit 82 sets the upper limit value N to the upper limit value N3. When the shift stage is upshifted from the 7th stage to the 8th stage, from the 6th stage to the 7th stage, from the 5th stage to the 6th stage, or from the 4th stage to the 5th stage, the control unit 82 sets the upper limit value N to the upper limit value N4. When the shift stage is upshifted from the 3rd stage to the 4th stage, from the 2nd stage to the 3rd stage, or from the 1st stage to the 2nd stage, the control unit 82 sets the upper limit value N to the upper limit value N2. The upper limit value N3 is, for example, equal to or less than the upper limit value N4. The upper limit value N4 is, for example, smaller than the upper limit value N2. The upper limit values ​​N1, N3, and N4 may be the same or different as long as they are smaller than the upper limit value N2. The upper limit value NA is a value corresponding to an assist force in the range of, for example, 70 Nm or more and 120 Nm or less. The upper limit values ​​N1, N2, and N3 are values ​​corresponding to an assist force in the range of, for example, 30 Nm or more and less than 70 Nm.

[0114] In Table 1, for example, when the two predetermined shift stages include the fourth stage and the fifth stage, the control unit 82 sets the upper limit value N in the upshift operation lower than the upper limit value N in the downshift operation. For example, when the two predetermined shift stages include the fifth stage and the sixth stage, the control unit 82 sets the upper limit value N in the upshift operation lower than the upper limit value N in the downshift operation. For example, when the two predetermined shift stages include the sixth stage and the seventh stage, the control unit 82 sets the upper limit value N in the upshift operation lower than the upper limit value N in the downshift operation.

[0115] [Table 1]

[0116] The control unit 82 may lower the upper limit value N of the output of the motor 42 when the multiple gear shift stages are changed from one to another so that the gear ratio increases in a first group including at least two of the multiple gear shift stages. For example, when the multiple gear shift stages not included in the first group are changed so that the gear ratio increases, the control unit 82 does not lower the upper limit value N. Cases where the multiple gear shift stages are changed from one to another so that the gear ratio increases include, for example, cases where an upshift operation is performed.

[0117] The control unit 82 may lower the upper limit value N of the output of the motor 42 when the multiple gear shift stages are changed from one to another so as to reduce the gear ratio in a second group including at least two of the multiple gear shift stages. For example, when the multiple gear shift stages not included in the second group are changed so as to reduce the gear ratio, the control unit 82 does not lower the upper limit value N. Cases where the multiple gear shift stages are changed from one to another so as to reduce the gear ratio include, for example, cases where a downshift operation is performed.

[0118] The first group and the second group differ from each other, for example, in at least one of the at least two shift stages included in each group and in at least one of the numbers of the at least two shift stages included in each group. The first group may have a greater number of shift stages than the second group, for example. The first group may have a smaller number of shift stages than the second group. The first group and the second group may have the same number of shift stages, and at least one of the shift stages included in the first group may not be included in the second group.

[0119] In Table 1, for example, the first group includes stages 4 to 11. In Table 1, for example, the second group includes stages 7 to 11.

[0120] The control unit 82 may be configured to control the motor 42 so that, when changing the upper limit value N, the upper limit value N decreases as the human-powered driving force applied to the human-powered vehicle 10 increases. For example, when changing the upper limit value N, the control unit 82 may be configured to control the motor 42 so that the upper limit value N decreases as the human-powered torque increases. For example, when changing the upper limit value N, the control unit 82 may be configured to control the motor 42 so that the upper limit values ​​N1, N3, and N4 decrease as the human-powered driving force applied to the human-powered vehicle 10 increases.

[0121] When the control unit 82 reduces the output of the motor 42 by changing the upper limit value N, the control unit 82 may be configured to control the motor 42 to gradually reduce the output of the motor 42 over a first period. When the control unit 82 reduces the output of the motor 42 by changing the upper limit value N, the control unit 82 may reduce the output of the motor 42 stepwise to the upper limit value N every time a fourth time elapses. When the control unit 82 reduces the output of the motor 42 by changing the upper limit value N, the control unit 82 may continuously reduce the output of the motor 42 to the upper limit value N. The first period is, for example, a first time. The first time is, for example, 0.05 seconds or more and 0.3 seconds or less.

[0122] The control unit 82 is configured, for example, to control the motor 42 so as to increase the upper limit value N when a predetermined period has elapsed since the output of the motor 42 was reduced by reducing the upper limit value N. The control unit 82 may be configured to control the motor 42 so as to increase the upper limit value N when the output of the motor 42 is reduced by reducing the upper limit value N and the change in the speed change stage is completed.

[0123] When the control unit 82 reduces the output of the motor 42 by lowering the upper limit value N, the control unit 82 may be configured to control the motor 42 to increase the upper limit value N to the upper limit value N immediately before the upper limit value N is reduced, when a predetermined period has elapsed since the output of the motor 42 was reduced. The predetermined period includes, for example, a period until the amount of rotation of the wheels 12 of the human-powered vehicle 10 reaches a predetermined amount of rotation. The predetermined amount of rotation is, for example, equal to or greater than 30 degrees and less than 460 degrees. The predetermined amount of rotation may be set according to the period from when the change of the gear shift stage by the transmission 44 is started to when it is completed.

[0124] The predetermined period may be determined according to the length of the portion where the transmission body 38 engages with another adjacent one of the multiple rotating bodies 60 and the interval T from one of the at least two shifting promotion regions 62 to the other adjacent one of the at least two shifting promotion regions 62. The predetermined period may be determined according to the length of the portion where the transmission body 38 engages with another adjacent one of the multiple rotating bodies 60 and the interval T from one of the at least two shifting promotion regions 62 to the other adjacent one of the at least two shifting promotion regions 62 and at least one of the vehicle speed and the rotation speed of the crankshaft 20. The storage unit 84 stores, for example, a table relating to the interval T for each shifting stage and the length of the portion where the transmission body 38 engages with the rotating body 60 for each shifting stage. The predetermined period may be determined so as to become shorter as at least one of the vehicle speed and the rotation speed of the crankshaft 20 increases.

[0125] The length of the engagement between the rotating body 60 and the transmission body 38 for each shift stage includes the length of the engagement between the sprocket corresponding to the shift stage and the chain during normal running. The interval T includes, for example, the interval between the ends of the first shift promotion region 62A and the second shift promotion region 62B that are adjacent to each other in the circumferential direction of the sprocket. The interval T includes, for example, the interval between the first tooth T1 of the sprocket that is included in the first shift promotion region 62A and is farthest from the second shift promotion region 62B to the second tooth T2 of the sprocket that is included in the second shift promotion region 62B and is farthest from the first shift promotion region 62A in the circumferential direction of the sprocket.

[0126] For example, when the control unit 82 increases the upper limit value N and increases the output of the motor 42, the control unit 82 is configured to gradually increase the output of the motor 42 over the second period. When the control unit 82 increases the upper limit value N and increases the output of the motor 42, the control unit 82 may increase the output of the motor 42 stepwise every time the fifth time elapses up to the upper limit value N immediately before the upper limit value N is lowered. When the control unit 82 increases the upper limit value N and increases the output of the motor 42, the control unit 82 may continuously increase the output of the motor 42 up to the upper limit value N immediately before the upper limit value N is lowered. The second period is, for example, the second time. The second time is, for example, 0.05 seconds or more and 0.2 seconds or less. The second period is, for example, shorter than the first period.

[0127] The control unit 82 may be configured to control the transmission 44 to start operation of the transmission 44 in accordance with a peak time of the human-powered driving force applied to the human-powered vehicle 10. The control unit 82 may be configured to control the transmission 44 to start operation of the transmission 44 in accordance with the peak time and an interval T from one of the at least two shift promotion areas 62 to another adjacent one of the at least two shift promotion areas 62, and to control the motor 42 to lower the upper limit value N in accordance with the peak time and the interval T. The control unit 82 is configured to control the motor 42 and the transmission 44 in accordance with, for example, the peak time, the interval T, and the length of the portion where the rotating body 60 and the transmission body 38 engage. When there is only one shift promotion area 62, for example, the interval T corresponds to 360 degrees.

[0128] The manual driving force is minimum, for example, when one of the crank arms 22A, 22B is at a position corresponding to the top dead center and the other of the crank arms 22A, 22B is at a position corresponding to the bottom dead center. The manual driving force is maximum, for example, when the crank arms 22A, 22B are at a position corresponding to a peak point between the top dead center and the bottom dead center. The peak time of the manual driving force is, for example, the time when the manual driving force is maximum when one of the crank arms 22A, 22B rotates from a position corresponding to the top dead center to a position corresponding to the bottom dead center. The peak time may be the time when the manual driving force is maximum when one of the crank arms 22A, 22B rotates from a position corresponding to the bottom dead center to a position corresponding to the top dead center.

[0129] The control unit 82 is configured to control the transmission 44 so that the transmission 44 starts operating when the manual driving force becomes equal to or less than a driving force corresponding to a predetermined ratio of the manual driving force at the peak time. The predetermined ratio is in the range of 10 percent to 90 percent. The predetermined ratio is preferably in the range of 60 percent to 80 percent.

[0130] The control unit 82 calculates a completion period required for completing the change of the gear shift stage when shifting from an adjacent gear shift stage, based on, for example, information stored in the memory unit 84. The information stored in the memory unit 84 includes, for example, a table of each gear shift stage and the completion period corresponding to each gear shift stage. The completion period is set, for example, according to the interval T for each gear shift stage and the amount of winding of the chain around the sprocket in the gear shift stage after the change. In the absence of the gear shift promotion region 62, the completion period is set according to a predetermined rotation angle and, for example, the amount of winding of the chain around the sprocket in the gear shift stage after the change. The predetermined rotation angle may be a constant value or may be changed according to the size of the sprocket. The amount of winding of the chain includes the length of the portion where the sprocket and the transmission body 38 engage. The control unit 82 determines that the change of the gear shift stage is completed when the sprocket rotates to a rotation angle according to, for example, the interval T and the amount of winding of the chain.

[0131] The transmission 44 may further include a gear shift state detection unit that detects information related to the change in gear shift stage. The control unit 82 may determine whether or not the change in gear shift stage has been completed by the gear shift state detection unit. The gear shift state detection unit includes, for example, a sensor that outputs a signal in response to the operation of an electric actuator. The control unit 82 determines whether or not the change in gear shift stage has been completed in response to, for example, the output of a sensor that outputs a signal in response to the operation of an electric actuator. The control unit 82 may determine whether or not the change in gear ratio has been completed in response to the rotation speed of the crankshaft 20 and the rotation speed of the wheels 12.

[0132] The process of the control unit 82 controlling the motor 42 will be described with reference to Figures 5 and 6. For example, when power is supplied to the control unit 82, the control unit 82 starts the process and proceeds to step S11 of the flowchart shown in Figure 5. When the flowcharts of Figures 5 and 6 end, the control unit 82 repeats the process from step S11 after a predetermined period, for example, until the supply of power is stopped.

[0133] In step S11, the control unit 82 determines whether or not the crankshaft 20 rotates. If the crankshaft 20 rotates, the control unit 82 proceeds to step S12. If the crankshaft 20 does not rotate, the control unit 82 ends the processing. In step S12, the control unit 82 determines whether or not the motor 42 applies propulsive force to the human-powered vehicle 10. If the motor 42 applies propulsive force to the human-powered vehicle 10, the control unit 82 proceeds to step S12. If the motor 42 does not apply propulsive force to the human-powered vehicle 10, the control unit 82 ends the processing.

[0134] In step S13, the control unit 82 determines whether or not an upshift condition is satisfied. The upshift condition is satisfied in at least one of the following cases: the vehicle speed is equal to or higher than a first vehicle speed, the rotational speed of the crankshaft 20 is equal to or higher than a first rotational speed, and the manual driving force is equal to or higher than a first manual driving force. The upshift condition may be satisfied when the control unit 82 receives a gear change command related to an upshift operation from the operating unit 64. If the upshift condition is satisfied, the control unit 82 proceeds to step S14.

[0135] In step S14, the control unit 82 determines whether the current gear shift stage is included in the first group. The first group includes at least two of the multiple gear shift stages. In step S14, the control unit 82 may determine whether the current gear shift stage is a predetermined gear shift stage, instead of determining whether the current gear shift stage is included in the first group. If the current gear shift stage is included in the first group, the control unit 82 proceeds to step S15. If the current gear shift stage is not included in the first group, the control unit 82 proceeds to step S16. In step S16, the control unit 82 controls the transmission 44 to increase the gear ratio, and ends the process.

[0136] In step S15, the control unit 82 determines whether it is time to move the transmission 44. The time to move the transmission 44 is determined, for example, according to the peak time, the interval T, and the length of the portion where the rotating body 60 of the transmission stage after the shift engages with the transmission body 38. If it is not time to move the transmission 44, the control unit 82 repeats the process of step S15 until it is time to move the transmission 44. If it is time to move the transmission 44, the control unit 82 proceeds to step S17.

[0137] In step S17, the control unit 82 controls the transmission 44 to increase the gear ratio, and then proceeds to step S18. In step S18, the control unit 82 controls the motor 42 based on first information related to the upshift operation to decrease the upper limit value N, and then proceeds to step S19. The first information related to the upshift operation includes, for example, a table such as Table 1. The storage unit 84 stores the first information related to the upshift operation. In step S18, the control unit 82 controls the motor 42 to gradually decrease the upper limit value N. The control unit 82 may perform the process of step S18 before step S17, or may perform the process of step S17 simultaneously.

[0138] In step S19, the control unit 82 determines whether a predetermined period has elapsed since the output of the motor 42 was reduced. If the predetermined period has elapsed since the output of the motor 42 was reduced, the control unit 82 proceeds to step S20. If the predetermined period has not elapsed since the output of the motor 42 was reduced, the control unit 82 repeats the process of step S19 until the predetermined period has elapsed since the output of the motor 42 was reduced. In step S20, the control unit 82 controls the motor 42 so that the upper limit value N increases, and ends the process. In step S20, the control unit 82 controls the motor 42 so that the upper limit value N gradually increases. In step S20, the control unit 82 controls the motor 42 so that the upper limit value N gradually increases to the upper limit value N immediately before the upper limit value N is reduced.

[0139] If the upshift condition is not satisfied in step S13, the control unit 82 proceeds to step S21. In step S21, the control unit 82 determines whether the downshift condition is satisfied. The downshift condition is satisfied in at least one of the following cases: the vehicle speed is equal to or lower than a second vehicle speed that is lower than a first vehicle speed; the rotation speed of the crankshaft 20 is equal to or lower than a first rotation speed that is lower than the first rotation speed; and the manual driving force is equal to or lower than a second manual driving force that is lower than the first manual driving force. The downshift condition may be satisfied when the control unit 82 receives a gear shift command related to a downshift operation from the operating unit 64. If the downshift condition is satisfied, the control unit 82 proceeds to step S22. If the downshift condition is not satisfied, the control unit 82 ends the process.

[0140] In step S22, the control unit 82 determines whether the gear shift stage after the gear shift is included in the second group. The second group includes at least two of the multiple gear shift stages. In step S22, instead of determining whether the gear shift stage after the gear shift is included in the second group, the control unit 82 may determine whether the gear shift stage after the gear shift is a predetermined gear shift stage. If the gear shift stage after the gear shift is included in the second group, the control unit 82 proceeds to step S23. If the gear shift stage after the gear shift is not included in the second group, the control unit 82 proceeds to step S24. In step S24, the control unit 82 controls the transmission 44 to reduce the gear ratio, and ends the process.

[0141] In step S23, the control unit 82 determines whether or not it is time to move the transmission 44. If it is not time to move the transmission 44, the control unit 82 repeats the process of step S23 until it is time to move the transmission 44. If it is time to move the transmission 44, the control unit 82 proceeds to step S25.

[0142] In step S25, the control unit 82 controls the transmission 44 to reduce the gear ratio, and then proceeds to step S26. In step S26, the control unit 82 controls the motor 42 based on the second information regarding the downshift operation to reduce the upper limit value N, and then proceeds to step S19. The second information regarding the downshift operation includes, for example, a table such as Table 1. The storage unit 84 stores the second information regarding the downshift operation. In step S26, the control unit 82 controls the motor 42 to gradually reduce the upper limit value N. The control unit 82 may perform the process of step S26 before step S25, or may perform the process simultaneously with step S25.

[0143] The order of the processes of steps S11 and S12 may be interchanged. At least one of the processes of steps S11 and S12 may be omitted. Step S19 may be omitted. If step S19 is omitted, the control unit 82 proceeds to step S20 after step S18 or step S26. Steps S19 and S20 may be omitted. If steps S19 and S20 are omitted, the control unit 82 ends the process after step S18 or step S26.

[0144] The dashed line L1 in Fig. 7 indicates the manual driving force when the rider is pedaling at a constant pace, the solid line L2 indicates the torque of the motor 42 when the upper limit value N is not lowered when the gear ratio is changed, and the dashed line L3 indicates the torque of the motor 42 when the upper limit value N is lowered to the upper limit value NX when the gear ratio is changed. In Fig. 7, the manual driving force is represented by torque. The upper limit value NX corresponds to any one of the upper limits N1, N3, and N4 in Table 1, for example.

[0145] Time t11 indicates the peak time of the manual driving force. In the period from time t10 to time t11, the manual driving force increases. In the period from time t10 to time t11, the torque of the motor 42 increases as the manual driving force increases. In the period after time t11, the manual driving force repeatedly decreases and increases. In the period after time t11 when the manual driving force decreases, the control unit 82 slows down the response speed of the motor 42 to the manual driving force, so that the torque of the motor 42 decreases gradually as the manual driving force decreases.

[0146] Time t12 indicates the time when the crankshaft 20 rotates from the peak time and the manual driving force detected by the manual driving force detection unit 76 becomes 70 percent or more and 80 percent or less of the manual driving force at the peak time.

[0147] Time t13 indicates the time when the gear shift condition is satisfied. Time t14 indicates the time when derailleur 58A starts to operate to change the gear shift stage.

[0148] Time t15 indicates the time when the control unit 82 starts controlling the motor 42 to lower the upper limit value N. Time t15 is determined according to the length of the portion where the transmission body 38 engages with the sprocket corresponding to the changed gear shift stage. Time t15 is determined so that the time from time t12 to time t15 corresponds to, for example, a value obtained by subtracting the length of the portion where the transmission body 38 engages with three teeth of the sprocket corresponding to the changed gear shift stage from the length of the portion where the transmission body 38 engages. The control unit 82 may start controlling the motor 42 to lower the upper limit value N at time t14 without waiting until time t15. The control unit 82 may start controlling the motor 42 to lower the upper limit value N between time t14 and time t15.

[0149] Time t16 indicates the time when the first period has elapsed from time t15. In the dashed-dotted line L3, at time t16, the torque of the motor 42 decreases to the upper limit value NX.

[0150] Time t17 indicates the time when the control unit 82 starts to control the motor 42 so as to increase the upper limit value N. After time t17, as the upper limit value N increases, the torque of the motor 42 increases.

[0151] Time t18 indicates the time when the second period has elapsed from time t17. At time t18, the upper limit value N becomes the upper limit value N immediately before the upper limit value N is reduced. In the dashed dotted line L3, at time t18, the torque of the motor 42 increases to a torque corresponding to the manual driving force and the assist level.

[0152] The period P from time t15 to time t17 is the period from when the upper limit value N starts to decrease until when it starts to increase. The control unit 82 determines the time t15 and the time t17 so that the period P is sufficient to reduce the shift shock caused by the change of the shift stage. The period from time t13 to time t17 is, for example, substantially equal to the maximum period required to complete the change of the shift stage set for each shift stage. The period from time t13 to time t17 corresponds to the sum of the amount of winding of the chain around the sprocket in the shift stage after the change and the interval T. The control unit 82 can calculate information related to the length or angle into information related to time by using a coefficient corresponding to the vehicle speed or the rotation speed of the crankshaft 20.

[0153] The control unit 82 may be configured to control at least one of the motor 42, the transmission 44, and the lamp 70 so as to stop the operation of at least one of the motor 42, the transmission 44, and the lamp 70 based on the remaining charge of the battery 40. The control unit 82 is configured to control at least one of the motor 42, the transmission 44, and the lamp 70 so as to stop the operation of at least one of the motor 42, the transmission 44, and the lamp 70 when the remaining charge of the battery 40 becomes equal to or less than a predetermined remaining charge, for example. The control unit 82 is configured to control at least one of the motor 42, the transmission 44, and the lamp 70 so as to stop at least one of the application of propulsive force to the human-powered vehicle 10 by the motor 42, the predetermined gear shift operation, the change of the gear ratio by the transmission 44, and the illumination of the lamp 70 when the remaining charge of the battery 40 becomes equal to or less than a predetermined remaining charge, for example.

[0154] When the control unit 82 stops a predetermined gear shift operation, for example, even if the gear shift condition and a first predetermined condition are satisfied, the control unit 82 does not operate the transmission 44 and does not drive the motor 42. When the control unit 82 stops changing the gear ratio by the transmission 44, for example, even if the gear shift condition is satisfied, the control unit 82 does not operate the transmission 44.

[0155] The control unit 82 is configured to execute the first to fourth processes, for example, when the remaining charge of the battery 40 becomes equal to or less than a predetermined remaining charge. The control unit 82 is configured to execute the first to fourth processes in order, for example, according to the remaining charge of the battery 40. The control unit 82 executes the first process, for example, when the remaining charge of the battery 40 becomes equal to or less than a first remaining charge. The predetermined remaining charge is, for example, a first remaining charge. For example, in the first process, the control unit 82 controls the motor 42 to stop applying a propulsive force to the human-powered vehicle 10 by the motor 42. For example, in the second process, the control unit 82 executes the second process, for example, when the remaining charge of the battery 40 becomes equal to or less than a second remaining charge that is less than the first remaining charge. For example, in the second process, the control unit 82 controls the motor 42 and the transmission 44 to stop a predetermined gear shift operation.

[0156] The control unit 82 executes the third process, for example, when the remaining charge of the battery 40 becomes equal to or less than a third remaining charge that is lower than the second remaining charge. In the third process, the control unit 82 controls the transmission 44 to stop changing the gear ratio by the transmission 44, for example. In the fourth process, the control unit 82 executes the fourth process, for example, when the remaining charge of the battery 40 becomes equal to or less than a fourth remaining charge that is lower than the third remaining charge. In the fourth process, the control unit 82 stops turning on the lamp 70, for example. The predetermined remaining charge is, for example, a remaining charge of the battery 40 that allows the lamp 70 to be turned on for two hours or more.

[0157] The second process may be omitted. When the second process is omitted, the control unit 82 controls the motor 42, for example, in the first process, to stop the motor 42 from providing a propulsive force to the human-powered vehicle 10 and to stop the gear shift control. The second process and the third process may be omitted When the second process and the third process are omitted, the control unit 82 controls the motor 42 and the transmission 44, for example, in the first process, to stop the motor 42 from providing a propulsive force to the human-powered vehicle 10, the predetermined gear shift, and the change in the gear ratio by the transmission 44.

[0158] The human-powered vehicle 10 may further include a master unit and at least one slave unit. The master unit includes, for example, a drive unit 48. The at least one slave unit includes, for example, at least one of a gear shifter 44, at least one IoT device 68, a lamp 70, an electrically adjustable seat post, an electrically adjustable suspension, an electrically adjustable brake, and a cycle computer. The master unit and the at least one slave unit can communicate with each other, for example, by power line communication (PLC), CAN, or UART. The master unit may include, instead of the drive unit 48, for example, any one of the gear shifter 44, at least one IoT device 68, a lamp 70, an electrically adjustable seat post, an electrically adjustable suspension, an electrically adjustable brake, and a cycle computer.

[0159] The master unit includes, for example, a master control unit. The master control unit may or may not be included in the control unit 82. The master control unit is configured, for example, to transmit a communication signal to at least one slave unit every sixth time. The communication signal includes, for example, a PING (Packet INternet Groper) command. The at least one slave unit transmits a response signal to the master unit in response to the communication signal from the master control unit.

[0160] The master control unit is configured to, for example, obtain the identification information from all the connected slave units when the master unit starts the system, and to verify all the connected slave units according to the identification information of all the connected slave units.

[0161] The master control unit is configured to transmit a PNG command to each slave unit every sixth hour, for example, when the human-powered vehicle 10 is traveling and the system is activated. The master control unit determines that communication with the slave unit has been disconnected, for example, when it does not receive a response signal from at least one slave unit. Disconnection of communication between the master control unit and the slave unit includes, for example, when a cable connecting the master unit and at least one slave unit is broken. The master control unit determines that communication with the slave unit has been disconnected, for example, when it does not receive a response signal multiple times from at least one slave unit. Since the master control unit determines that communication with the slave unit has been disconnected in response to the PNG command transmitted every sixth hour, when communication with the slave unit is disconnected, the master control unit can quickly grasp that communication with the slave unit has been disconnected. Even if the system is activated, the master control unit does not transmit a PNG command to each slave unit when the human-powered vehicle 10 is stopped, so that erroneous determination by the master control unit can be suppressed, for example, when a user is performing maintenance on the human-powered vehicle 10.

[0162] For example, when the master control unit determines that the cable is broken, the master control unit is configured to control the display unit 66 to display information about the cable break on the display unit 66. The information about the cable break includes, for example, at least one of a code and a message corresponding to the cable break. The information about the cable break may be displayed on the display unit 66 by an alarm sound or the like.

[0163] With reference to FIG. 8, an example of a case where the master control unit detects a break in a cable will be described. Time t21 indicates the time when the human-powered vehicle 10 starts traveling and the human-powered vehicle 10 of the master unit detects the traveling. The system of the master unit may be started by operating an operation unit that starts the system. After the system of the master unit is started, when the human-powered vehicle 10 of the master unit detects the traveling, the master control unit starts transmitting a communication signal to at least one slave unit. Time t22 indicates the time when the communication signal is transmitted from the master control unit to at least one slave unit. Time t23 indicates the time when the master control unit receives a response signal from at least one slave unit.

[0164] Time t24 indicates the time when a communication signal is transmitted from the master control unit to at least one slave unit. Time t25 indicates the time when the master control unit receives a response signal from at least one slave unit. Time t26 indicates the time when a communication signal is transmitted from the master control unit to at least one slave unit. Time t27 indicates the time when a cable break occurs. Time t28 indicates the time when a communication signal is transmitted from the master control unit to at least one slave unit.

[0165] For example, at time t28, the master control unit does not receive a response signal twice and therefore determines that communication with the slave unit has been cut off. Time t29 indicates the time when the human-powered vehicle 10 stops and the system is shut down. The system of the master unit may be shut down by operating an operation unit that shuts down the system.

[0166] <Second embodiment> A control device 80 for a human-powered vehicle of the second embodiment will be described with reference to Fig. 9. Configurations of the control device 80 for a human-powered vehicle of the second embodiment that are common to the first embodiment will be assigned the same reference numerals as in the first embodiment, and duplicated descriptions will be omitted.

[0167] The control unit 82 is configured to control the motor 42, for example, in response to battery information regarding the battery 40. The control unit 82 is configured to change the upper limit value N, for example, in response to the battery information. The control unit 82 is configured to calculate the upper limit value N for each third period, for example, in response to the battery information. The battery information includes, for example, at least one of a model, a voltage V1, a current A1, a cell type, and a cell temperature of the battery 40.

[0168] The battery 40 transmits battery information to the control unit 82, for example, at predetermined time intervals. The control unit 82 is configured to receive the battery information from the battery 40, for example, at predetermined time intervals. The control unit 82 is configured to be able to calculate information related to the performance of the battery 40, for example, from the battery information. The information related to the performance of the battery 40 includes the first internal resistance D1, the second internal resistance D2, the discharge start voltage V2, and the dischargeable current value A2 of the battery 40.

[0169] The first internal resistance D1 is determined, for example, based on a table relating to the model and cell temperature of the battery 40. The second internal resistance D2 is determined, for example, based on a table relating to the cell temperature and discharge start voltage V2 of the battery 40. The table relating to the model and cell temperature of the battery 40 and the table relating to the cell temperature and discharge start voltage V2 of the battery 40 are stored in the storage unit 84. The discharge start voltage V2 is calculated, for example, by equation (2). Formula (2): V2=V1+(A1×D1)

[0170] When the system is started, the control unit 82 sets the voltage V1 acquired from the battery 40 to the discharge start voltage V2 regardless of the formula (2). Every time the system is started, the control unit 82 updates the voltage V1 acquired from the battery 40 to the discharge start voltage V2. In the formula (2), the voltage V1 and the current A1 may use average values ​​of a plurality of pieces of battery information transmitted from the battery 40. In the formula (2), the voltage V1 and the current A1 may use average values ​​of five pieces of battery information transmitted from the battery 40. For example, the control unit 82 compares the discharge start voltage V2 calculated from the average value of the battery information with the set discharge start voltage V2, and updates the discharge start voltage V2 if it is smaller than a predetermined value.

[0171] The dischargeable current value A2 is calculated, for example, from the discharge start voltage V2, the second internal resistance D2, and the lower limit voltage V3 of the battery 40. The lower limit voltage V3 is, for example, 20 volts or more and 40 volts or less. The lower limit voltage V3 is, for example, 30 volts. The dischargeable current value A2 is calculated, for example, by the formula (3). Formula (3): A2=(V2-V3) / D2

[0172] The control unit 82 is configured to calculate, for example, an upper limit value N from the dischargeable current value A2. The upper limit value N is calculated, for example, by the formula (4). Formula (4): N=(A2-2) / 0.04

[0173] A process in which the control unit 82 controls the motor 42 in response to the battery information will be described with reference to Fig. 9. For example, when power is supplied to the control unit 82, the control unit 82 starts the process and proceeds to step S31 of the flowchart shown in Fig. 9. When the flowchart of Fig. 9 ends, the control unit 82 repeats the process from step S31 after a predetermined period, for example, until the supply of power is stopped.

[0174] In step S31, the control unit 82 determines whether or not battery information has been received from the battery 40. If the control unit 82 has received battery information from the battery 40, the control unit 82 proceeds to step S32. If the control unit 82 has not received battery information from the battery 40, the control unit 82 ends the process.

[0175] In step S32, the control unit 82 determines the first internal resistance D1, and proceeds to step S33. In step S33, the control unit 82 calculates the discharge start voltage V2, and proceeds to step S34. In step S34, the control unit 82 determines the second internal resistance D2 from the battery information and the discharge start voltage V2, and proceeds to step S35.

[0176] In step S35, the control unit 82 calculates the dischargeable current value A2 and proceeds to step S36. In step S36, the control unit 82 calculates the upper limit value N of the output of the motor 42 based on the dischargeable current value A2 and proceeds to step S36. In step S37, the control unit 82 sets the upper limit value N of the output of the motor 42 to the upper limit value N of the output of the motor 42 based on the dischargeable current value A2, and ends the process. Since the upper limit value N of the output of the motor 42 is changed according to the internal resistance, for example, when the remaining battery charge is low and the human-powered vehicle 10 starts traveling in a low-temperature environment, it is possible to prevent the voltage of the battery 40 from suddenly decreasing, causing the remaining battery charge display on the display unit 66 to become zero, or the motor 42 from stopping.

[0177] <Example of change> The explanations of each embodiment are examples of forms that a control device for a human-powered vehicle according to the present disclosure can take, and are not intended to limit the forms. A control device for a human-powered vehicle according to the present disclosure can take forms, for example, modified examples of each embodiment shown below, and forms that combine at least two modified examples that are not mutually contradictory. In the modified examples below, parts that are common to the forms of each embodiment are given the same reference numerals as in each embodiment, and descriptions thereof are omitted.

[0178] The control unit 82 in the first and second embodiments may be configured to control the motor 42 so that the upper limit value N of the output of the motor 42 does not decrease when changing to the smallest gear ratio among the multiple gear stages. When the upper limit value N2 of the output of the motor 42 is equal to the upper limit NA of the normal output of the motor 42, Table 1 corresponds to the case where the motor 42 is controlled so that the upper limit value N of the output of the motor 42 does not decrease when changing to the smallest gear ratio among the multiple gear stages.

[0179] The control unit 82 in the first and second embodiments may be configured to control the motor 42 so that the upper limit value N of the output of the motor 42 does not decrease when changing from the smallest gear ratio among the multiple gear ratio stages to the next smallest gear ratio. When the upper limit value N2 of the output of the motor 42 is equal to the upper limit NA of the normal output of the motor 42, Table 1 corresponds to the case where the motor 42 is controlled so that the upper limit value N of the output of the motor 42 does not decrease when changing from the smallest gear ratio among the multiple gear ratio stages to the next smallest gear ratio.

[0180] The control unit 82 in the first and second embodiments may be configured to control the motor 42 so as not to lower the upper limit value N of the output of the motor 42 in an upshift operation between two predetermined shift stages. The control unit 82 is configured, for example, to control the motor 42 so as not to lower the upper limit value N of the output of the motor 42 in all upshift operations. The control unit 82 is configured, for example, to control the motor 42 so as not to lower the upper limit value N of the output of the motor 42 in some upshift operations. When the upper limit value N2 of the output of the motor 42 is equal to the upper limit NA of the normal output of the motor 42, Table 1 corresponds to the case where the control unit 82 is configured to control the motor 42 so as not to lower the upper limit value N of the output of the motor 42 in some upshift operations.

[0181] The control unit 82 in the first and second embodiments may be configured to control the motor 42 so that the upper limit value N in a downshift operation between two predetermined shift stages is lower than the upper limit value N in an upshift operation between two predetermined shift stages. Table 2 shows the relationship between the shift stage and the upper limit value N of the output of the motor 42 in the downshift operation and the upper limit value N of the output of the motor 42 in the upshift operation. When the shift stage is downshifted from the 11th stage to the 10th stage, from the 10th stage to the 9th stage, from the 9th stage to the 8th stage, from the 8th stage to the 7th stage, or from the 7th stage to the 6th stage, the control unit 82 lowers the upper limit value N of the output of the motor 42 to the upper limit value N5. When the shift stage is downshifted from the 6th stage to the 5th stage, from the 5th stage to the 4th stage, from the 4th stage to the 3rd stage, from the 3rd stage to the 2nd stage, or from the 2nd stage to the 1st stage, the control unit 82 sets the upper limit value N of the output of the motor 42 to the upper limit value N2. The upper limit value N5 of the output of the motor 42 may be the same as or different from the upper limit values ​​N1, N3, and N4 as long as it is smaller than the upper limit value N2. When the shift stage is upshifted from the 10th stage to the 11th stage, from the 9th stage to the 10th stage, from the 8th stage to the 9th stage, or from the 7th stage to the 8th stage, the control unit 82 lowers the upper limit value N to the upper limit value N6. When the shift stage is upshifted from the 6th stage to the 7th stage, from the 5th stage to the 6th stage, or from the 4th stage to the 5th stage, the control unit 82 sets the upper limit value N to the upper limit value N2. The upper limit value N6 of the output of the motor 42 may be the same as or different from the upper limit values ​​N1, N3, N4, and N5, as long as it is smaller than the upper limit value N2. In Table 2, for example, when the two predetermined shift stages include the sixth stage and the seventh stage, the control unit 82 sets the upper limit value N of the output of the motor 42 in a downshift operation lower than the upper limit value N of the output of the motor 42 in an upshift operation.

[0182] [Table 2]

[0183] The multiple shift stages may include two first predetermined shift stages having gear ratios different by one step, and two second predetermined shift stages having gear ratios different by one step. In this modification, the control unit 82 controls the motor 42, for example, so that an upper limit value N in an upshift operation between the first two predetermined shift stages is lower than an upper limit value N in a downshift operation between the first two predetermined shift stages. The control unit 82 is configured to control the motor 42, for example, so that an upper limit value N in a downshift operation between the second two predetermined shift stages is lower than an upper limit value N in an upshift operation between the second two predetermined shift stages. The gear ratios in each of the first two predetermined shift stages are, for example, smaller than the gear ratios in the second two predetermined shift stages. Table 3 shows the relationship between the shift stage and the upper limit value N in the downshift operation and the upper limit value N in the upshift operation. When the shift stage is downshifted from the 11th stage to the 10th stage, from the 10th stage to the 9th stage, or from the 9th stage to the 8th stage, the control unit 82 lowers the upper limit value N of the output of the motor 42 to the upper limit value N7. When the shift stage is downshifted from the 8th stage to the 7th stage, the control unit 82 sets the upper limit value N of the output of the motor 42 to the upper limit value N8. When the shift stage is downshifted from the 7th stage to the 6th stage, from the 6th stage to the 5th stage, from the 5th stage to the 4th stage, from the 4th stage to the 3rd stage, from the 3rd stage to the 2nd stage, or from the 2nd stage to the 1st stage, the control unit 82 sets the upper limit value N of the output of the motor 42 to the upper limit value N2. When the shift stage is upshifted from the 10th stage to the 11th stage, from the 9th stage to the 10th stage, from the 8th stage to the 9th stage, from the 7th stage to the 8th stage, from the 6th stage to the 7th stage, or from the 5th stage to the 6th stage, the control unit 82 lowers the upper limit value N of the output of the motor 42 to the upper limit value N9. When the shift stage is upshifted from the 4th stage to the 5th stage, from the 3rd stage to the 4th stage, from the 2nd stage to the 3rd stage, or from the 1st stage to the 2nd stage, the control unit 82 sets the upper limit value N of the output of the motor 42 to the upper limit value N2. The upper limit value N7 of the output of the motor 42 is smaller than the upper limit value N9. The upper limit value N9 is smaller than the upper limit value N8. The upper limit value N8 of the output of the motor 42 is smaller than the upper limit value N2. In Table 3, for example, when the first two predetermined shift stages include the fifth and sixth stages, or the sixth and seventh stages, the upper limit value N of the output of the motor 42 in the upshift operation is lower than the upper limit value N of the output of the motor 42 in the downshift operation. For example, when the second two predetermined shift stages include the eighth and ninth stages, the ninth and tenth stages, or the tenth and eleventh stages, the upper limit value N of the output of the motor 42 in the downshift operation is lower than the upper limit value N of the output of the motor 42 in the upshift operation. For example, if the first two predetermined shift stages include the fifth stage and the sixth stage, or the sixth stage and the seventh stage, and the second two predetermined shift stages include the eighth stage and the ninth stage, the ninth stage and the tenth stage, or the tenth stage and the eleventh stage, the gear ratio at each of the first two predetermined shift stages is, for example, smaller than the gear ratio at each of the second two predetermined shift stages. [Table 3]

[0184] The control unit 82 may execute a combination of the control in the first embodiment and the control in the second embodiment.

[0185] The control device 80 for a human-powered vehicle in the first and second embodiments includes a control unit 82 configured to control the motor 42 so that in an upshift operation in which a shift is made from one of a plurality of shift stages to another one so that the gear ratio increases, the upper limit value N of the output of the motor 42 is lowered, and in a downshift operation in which a shift is made from one of a plurality of shift stages to another one so that the gear ratio decreases, the upper limit value N is lowered, and the upper limit value N in an upshift operation between two predetermined shift stages having a gear ratio that differs by one stage among the plurality of shift stages is different from the upper limit value N in a downshift operation between two predetermined shift stages. Other configurations may be omitted.

[0186] The control device 80 for a human-powered vehicle in the first and second embodiments includes a control unit 82 that lowers an upper limit value N of an output of the motor 42 when, in a first group including at least two of the multiple gear shift stages, a shift is made from one of the multiple gear shift stages to another so that the gear ratio increases, and that lowers an upper limit value N of an output of the motor 42 when, in a second group including at least two of the multiple gear shift stages, a shift is made from one of the multiple gear shift stages to another so that the gear ratio decreases. Other configurations may be omitted as long as the first group and the second group differ from each other in at least one of the at least two gear shift stages included in each group and in at least one of the numbers of the at least two gear shift stages included in each group.

[0187] The term "at least one" as used herein means "one or more" of the desired options. As an example, the term "at least one" as used herein means "only one option" or "both of two options" if the number of options is two. As another example, the term "at least one" as used herein means "only one option" or "any combination of two or more options" if the number of options is three or more.

[0188] As used in this specification, ordinal numbers such as "first, second, and third" are used merely to distinguish between identical names and do not have any special meaning. [Explanation of symbols]

[0189] 10... human-powered vehicle, 12... wheel, 38... transmission body, 42... motor, 44... transmission, 58A... derailleur, 58B... rear derailleur, 60... rotating body, 62... gear shift facilitating region, 80... control device, 82... control section.

Claims

1. A control device for a human-powered vehicle, wherein the human-powered vehicle includes a motor that applies a driving force to the human-powered vehicle and a transmission that changes a gear ratio of the human-powered vehicle between a plurality of gear stages, and includes a control unit configured to control the motor, wherein the control unit, in an upshift operation of changing from one of the plurality of gear stages to another such that the gear ratio increases, decreases an upper limit value of the output of the motor, in a downshift operation of changing from one of the plurality of gear stages to another such that the gear ratio decreases, decreases the upper limit value, and is configured to control the motor such that the upper limit value in the upshift operation between two predetermined gear stages among the plurality of gear stages, in which the gear ratio differs by one step, is different from the upper limit value in the downshift operation between the two predetermined gear stages.

2. The control device according to claim 1, wherein the control unit is configured to control the motor such that the upper limit value does not decrease in changing to the smallest gear ratio among the plurality of gear stages.

3. The control device according to claim 1, wherein the control unit is configured to control the motor such that the upper limit value in the upshift operation between the two predetermined gear stages does not decrease.

4. The control device according to claim 1, wherein the control unit is configured to control the motor such that the upper limit value in the upshift operation between the two predetermined gear stages is lower than the upper limit value in the downshift operation between the two predetermined gear stages.

5. The control device according to claim 1, wherein the control unit is configured to control the motor such that the upper limit value in the downshift operation between the two predetermined gear stages is lower than the upper limit value in the upshift operation between the two predetermined gear stages.

6. The plurality of gear stages includes two first predetermined gear stages in which the gear ratio differs by one step and two second predetermined gear stages in which the gear ratio differs by one step, and the control unit, Control the motor such that the upper limit value in the upshift operation between the two predetermined first shift stages is lower than the upper limit value in the downshift operation between the two predetermined first shift stages. The control device according to claim 1, wherein the motor is configured to be controlled such that the upper limit value in the downshift operation between the two predetermined second shift stages is lower than the upper limit value in the upshift operation between the two predetermined second shift stages.

7. The control device according to claim 6, wherein the gear ratio in each of the two predetermined first shift stages is smaller than the gear ratio in each of the two predetermined second shift stages.

8. The control device according to claim 1, wherein when the control unit reduces the output of the motor by changing the upper limit value, the control unit is configured to control the motor to gradually reduce the output of the motor over a first period.

9. The first period is a first time. The control device according to claim 8, wherein the first time is 0.05 seconds or more and 0.3 seconds or less.

10. The control device according to claim 1, wherein when the control unit reduces the output of the motor by reducing the upper limit value, after a predetermined period has elapsed since the output of the motor was reduced, the control unit controls the motor to increase the upper limit value to the upper limit value immediately before the upper limit value was reduced.

11. The predetermined period includes a period until the rotation amount of the wheels of the human-powered vehicle reaches a predetermined rotation amount. The control device according to claim 10, wherein the predetermined rotation amount is 30 degrees or more and less than 460 degrees.

12. The control device according to claim 10, wherein when the control unit increases the upper limit value and increases the output of the motor, the control unit is configured to gradually increase the output of the motor over a second period.

13. The second period is a second time. The control device according to claim 12, wherein the second time is 0.05 seconds or more and 0.2 seconds or less.

14. The control unit according to claim 1, wherein when changing the upper limit value, the control unit is configured to control the motor such that the upper limit value decreases as the human driving force applied to the human-powered vehicle increases.

15. The control device according to claim 1, wherein the control unit is configured to control the transmission to start operating the transmission according to the peak time of the human driving force applied to the human-powered vehicle.

16. The transmission includes a plurality of rotating bodies and a derailleur that changes the gear ratio by switching a transmission body from one of the plurality of rotating bodies to another one of the plurality of rotating bodies. At least one of the plurality of rotating bodies includes at least two gear-changing acceleration regions in the circumferential direction. The at least two gear-changing acceleration regions are regions that promote the movement of the transmission body from one of the plurality of rotating bodies to the other one of the plurality of rotating bodies by the derailleur. The control unit controls the transmission to start operating the transmission according to the peak time and the interval from one of the at least two gear-changing acceleration regions to an adjacent other one of the at least two gear-changing acceleration regions, The control device according to claim 15, wherein the control unit is configured to control the motor to lower the upper limit value according to the peak time and the interval.

17. The transmission includes a plurality of rotating bodies and a derailleur that changes the gear stage by switching a transmission body from one of the plurality of rotating bodies to another one of the plurality of rotating bodies. At least one of the plurality of rotating bodies includes at least two gear-changing acceleration regions in the circumferential direction. The at least two gear-changing acceleration regions are regions that promote the movement of the transmission body from one of the plurality of rotating bodies to the other one of the plurality of rotating bodies by the derailleur. The predetermined period is determined according to the length of the portion where the other one of the plurality of rotating bodies engages with the transmission body and the interval from one of the at least two gear-changing acceleration regions to an adjacent other one of the at least two gear-changing acceleration regions. The control device according to claim 10.

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

19. A control device for a human-powered vehicle, The human-powered vehicle includes a motor that applies a driving force to the human-powered vehicle and a transmission that changes the gear ratio of the human-powered vehicle among a plurality of gear stages. The human-powered vehicle is provided with a control unit configured to control the motor. The control unit is In a first group including at least two of the plurality of gear stages, when the gear ratio is changed from one of the plurality of gear stages to another so as to increase, the upper limit value of the output of the motor is decreased. In a second group including at least two of the plurality of gear stages, when the gear ratio is changed from one of the plurality of gear stages to another so as to decrease, the upper limit value of the output of the motor is decreased. The control device, wherein at least one of at least two gear stages included in each of the first group and the second group, and at least one of the numbers of at least two gear stages included in each of the first group and the second group are different from each other.

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