Control device for human-power-powered vehicle

Abstract

To provide a control device for a human-powered vehicle that can contribute to appropriate running of the human-powered vehicle.SOLUTION: A control device for a human-powered vehicle comprises a control part that is configured to control at least one of a speed change gear and a motor. The control part is configured to switch a control state from a first control state to a second control state, when acceleration of the human-powered vehicle is in a predetermined acceleration range and a driving wheel rotation speed is in a predetermined rotation speed range. The second control state, which is different from the first control state, includes at least one of a speed change suppression control state in which the control part controls the speed change gear so that a change gear ratio is suppressed from changing and an assist change control state in which the control part controls the motor so that output of the motor is changed.SELECTED DRAWING: Figure 2

Description

[Technical field]

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

[0002] Patent Document 1 discloses a control device for a human-powered vehicle that controls components for the human-powered vehicle. The components for the human-powered vehicle are, for example, a transmission that changes the gear ratio of the human-powered vehicle, or a motor that provides a propulsive force to the human-powered vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2013-47085 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 contribute to optimal driving of the human-powered vehicle. [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, and includes a transmission that changes a gear ratio, which is the ratio of a drive wheel rotation speed of a drive wheel of the human-powered vehicle to a crankshaft rotation speed of a crankshaft of the human-powered vehicle, and a control unit configured to control at least one of a motor that provides propulsive force to the human-powered vehicle, wherein the control unit is configured to switch a control state from a first control state to a second control state when an acceleration of the human-powered vehicle is within a predetermined acceleration range and the drive wheel rotation speed is within a predetermined rotation speed range, and the second control state is different from the first control state and includes at least one of a gear change suppression control state in which the control unit controls the transmission to suppress a change in the gear ratio, and an assist change control state in which the control unit controls the motor to change the output of the motor, and the assist change control state includes either one of an assist suppression control state in which the control unit controls the motor to suppress the output of the motor, and an assist increase control state in which the control unit controls the motor to increase the output of the motor. According to the control device of the first aspect, the control state is switched to the second control state in response to the acceleration and drive wheel rotation speed of the human-powered vehicle, so that at least one of the transmission and the motor can be suitably controlled in response to the acceleration and drive wheel rotation speed of the human-powered vehicle. Therefore, the control device can contribute to suitable running of the human-powered vehicle.

[0006] In the control device of a second aspect according to the first aspect of the present disclosure, the predetermined acceleration range includes a range having a first acceleration as an upper limit value, and the predetermined rotational speed range includes a range having a first drive wheel rotational speed as a lower limit value, and the control unit is configured to switch the control state to the second control state when the acceleration is equal to or less than the first acceleration and the drive wheel rotational speed is equal to or greater than the first drive wheel rotational speed. According to the control device of the second aspect, when the acceleration is equal to or less than the first acceleration and the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, the control state is switched to the second control state, thereby making it possible to suitably control at least one of the transmission and the motor. When the acceleration is equal to or less than the first acceleration and the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, this corresponds to, for example, a state in which the drive wheels of a human-powered vehicle are slipping. Thus, according to the control device of the second aspect, the control device can suitably control at least one of the transmission and the motor when the drive wheels of the human-powered vehicle are slipping.

[0007] In the control device of a third aspect according to the second aspect of the present disclosure, the control unit is configured to switch the control state to the second control state in accordance with a pitch angle of the human-powered vehicle when the acceleration is equal to or less than the first acceleration and the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed. According to the control device of the third aspect, when the acceleration is equal to or less than the first acceleration and the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, at least one of the transmission and the motor can be suitably controlled according to the pitch angle of the human-powered vehicle.

[0008] In the control device of a fourth aspect according to the third aspect of the present disclosure, the control unit is configured to switch the control state to the second control state when the acceleration is less than or equal to the first acceleration, the drive wheel rotation speed is greater than or equal to the first drive wheel rotation speed, and the pitch angle is greater than or equal to a first pitch angle. According to the control device of the fourth aspect, when the acceleration is equal to or less than the first acceleration, the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, and the pitch angle is equal to or greater than the first pitch angle, at least one of the transmission and the motor can be suitably controlled.

[0009] In the control device of a fifth aspect according to the third aspect of the present disclosure, the control unit is configured to switch the control state to the second control state when the acceleration is less than or equal to the first acceleration, the drive wheel rotation speed is greater than or equal to the first drive wheel rotation speed, and the pitch angle increment is greater than or equal to the first pitch angle increment. According to the control device of the fifth aspect, at least one of the transmission and the motor can be suitably controlled when the acceleration is equal to or less than the first acceleration, the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, and the pitch angle increment is equal to or greater than the first pitch angle increment.

[0010] In the control device of a sixth aspect according to any one of the second to fifth aspects of the present disclosure, the control unit is configured to switch the control state to the second control state in response to a human torque input to the crankshaft when the acceleration is equal to or less than the first acceleration and the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed. According to the control device of the sixth aspect, when the acceleration is equal to or less than the first acceleration and the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, the control state can be switched to the second control state according to the human torque input to the crankshaft.

[0011] In the control device of a seventh aspect according to the sixth aspect of the present disclosure, the control unit is configured to switch the control state to the second control state when the acceleration is equal to or less than the first acceleration, the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, and the reduction amount of the human-powered torque is equal to or greater than a first torque reduction amount. According to the control device of the seventh aspect, when the acceleration is equal to or less than the first acceleration, the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, and the reduction amount of human-powered torque is equal to or less than the first torque reduction amount, at least one of the transmission and the motor can be controlled appropriately.

[0012] In the control device of an eighth aspect according to the sixth or seventh aspect of the present disclosure, the control unit is configured to switch the control state to the second control state when the acceleration is equal to or less than the first acceleration, the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, and the human-powered torque is equal to or less than the first torque. According to the control device of the eighth aspect, at least one of the transmission and the motor can be suitably controlled when the acceleration is equal to or lower than the first acceleration, the drive wheel rotation speed is equal to or higher than the first drive wheel rotation speed, and the human torque is equal to or lower than the first torque.

[0013] In the control device of a ninth aspect according to any one of the second to seventh aspects of the present disclosure, the control unit is configured to switch the control state to a third control state when the acceleration is less than or equal to the first acceleration, the drive wheel rotation speed is greater than or equal to the first drive wheel rotation speed, and the crankshaft rotation speed is greater than or equal to the first crankshaft rotation speed, and the third control state is different from the assist suppression control state. According to the control device of the ninth aspect, when the acceleration is equal to or less than a first acceleration, the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, and the crankshaft rotation speed is equal to or greater than the first crankshaft rotation speed, the control state can be switched to a state other than the assist suppression control state.

[0014] In the control device of a tenth aspect according to the ninth aspect of the present disclosure, the control unit is configured to switch the control state to the assist suppression control state when the acceleration is less than or equal to the first acceleration, the drive wheel rotation speed is greater than or equal to the first drive wheel rotation speed, and the crankshaft rotation speed is less than the first crankshaft rotation speed. According to the control device of the tenth aspect, the motor can be controlled in an assist suppression control state when the acceleration is equal to or less than a first acceleration, the drive wheel rotation speed is equal to or greater than a first drive wheel rotation speed, and the crankshaft rotation speed is less than the first crankshaft rotation speed.

[0015] In the control device of an eleventh aspect according to the ninth or tenth aspect of the present disclosure, the control unit is configured to switch the control state to the third control state when the acceleration is less than or equal to the first acceleration, the drive wheel rotation speed is greater than or equal to the first drive wheel rotation speed, the pitch angle of the human-powered vehicle is greater than or equal to a first pitch angle, the human-powered torque input to the crankshaft is less than or equal to a first torque, and the crankshaft rotation speed is greater than or equal to the first crankshaft rotation speed. According to the control device of the eleventh aspect, the control state can be switched to the third control state when the acceleration is equal to or less than the first acceleration, the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, the pitch angle of the human-powered vehicle is equal to or greater than the first pitch angle, and the human-powered torque is equal to or less than the first torque.

[0016] In the control device of a twelfth aspect according to any one of the ninth to eleventh aspects of the present disclosure, the control unit is configured to switch the control state to the third control state when a duration of a state in which the acceleration is less than or equal to the first acceleration, the drive wheel rotation speed is greater than or equal to the first drive wheel rotation speed, and the crankshaft rotation speed is greater than or equal to the first crankshaft rotation speed is greater than or equal to a first duration. According to the control device of the 12th aspect, the control state can be switched to the third control state when the duration of the state in which the acceleration is less than or equal to the first acceleration, the drive wheel rotation speed is greater than or equal to the first drive wheel rotation speed, and the crankshaft rotation speed is greater than or equal to the first crankshaft rotation speed is longer than or equal to the first duration.

[0017] In the control device of a thirteenth aspect according to any one of the ninth to twelfth aspects of the present disclosure, the third control state includes the assist increase control state. According to the control device of the thirteenth aspect, the motor can be controlled in an assist increase control state when the acceleration is equal to or lower than a first acceleration, the drive wheel rotation speed is equal to or higher than a first drive wheel rotation speed, and the crankshaft rotation speed is equal to or higher than the first crankshaft rotation speed.

[0018] In the control device of a fourteenth aspect according to the thirteenth aspect of the present disclosure, in the assist increase control state, the control unit controls the output of the motor so as to compensate for the amount of decrease in human power torque input to the crankshaft. According to the control device of the fourteenth aspect, the output of the motor is controlled so as to compensate for the decrease in the human torque input to the crankshaft, so that the human-powered vehicle can continue to run smoothly.

[0019] In the control device of a fifteenth aspect according to any one of the ninth to fourteenth aspects of the present disclosure, the third control state includes the shift suppression control state. According to the control device of the fifteenth aspect, the transmission can be controlled in a shift suppression control state when the acceleration is equal to or less than a first acceleration, the drive wheel rotation speed is equal to or greater than a first drive wheel rotation speed, and the crankshaft rotation speed is equal to or greater than the first crankshaft rotation speed.

[0020] In the control device of aspect 16 according to any one of aspects 1 to 15 of the present disclosure, the shift suppression control state includes a first shift suppression control state that controls the transmission to suppress changes that increase the gear ratio. According to the control device of the sixteenth aspect, in the first shift suppression control state, the transmission can be controlled so as to suppress a change that would increase the gear ratio.

[0021] In the control device of the 17th aspect in accordance with the 16th aspect of the present disclosure, the control unit is configured to control the transmission in the first gear shift suppression control state so as to suppress a change that would increase the gear ratio, and to control the transmission so as not to suppress a change that would decrease the gear ratio. According to the control device of the seventeenth aspect, in the first shift suppression control state, the transmission can be controlled so as to suppress only changes that result in an increase in the gear ratio.

[0022] In the control device of aspect 18 according to the sixteenth or seventeenth aspect of the present disclosure, the control unit is configured to control the transmission to change the gear ratio in response to a comparison between a gear shift parameter related to the human-powered vehicle and a threshold value, and is configured to control the transmission to suppress change of the gear ratio by changing the threshold value in the gear shift suppression control state. According to the control device of the eighteenth aspect, the threshold value can be changed, thereby making it possible to suitably suppress changes in the gear ratio caused by the transmission.

[0023] In the control device of a 19th aspect in accordance with the 18th aspect of the present disclosure, the shift parameter includes the crankshaft rotation speed, the threshold value includes a first threshold value, and the control unit is configured to control the shift device to increase the gear ratio when the crankshaft rotation speed becomes greater than the first threshold value, and is configured to increase the first threshold value in the first shift suppression control state. According to the control device of the nineteenth aspect, by increasing the first threshold value, it is possible to suitably suppress a change in the gear ratio by the transmission that would otherwise increase.

[0024] In a control device of a 20th aspect according to any one of the first to nineteenth aspects of the present disclosure, the predetermined acceleration range includes a range having a second acceleration as a lower limit value, and the predetermined rotational speed range includes a range having a second rotational speed as an upper limit value, and the control unit is configured to switch the control state to the second control state when the acceleration is greater than or equal to the second acceleration and the drive wheel rotational speed is less than or equal to the second rotational speed. According to the control device of the twentieth aspect, when the acceleration is equal to or greater than the second acceleration and the drive wheel rotation speed is equal to or less than the second rotation speed, the control state is switched to the second control state, thereby making it possible to suitably control at least one of the transmission and the motor. When the acceleration is equal to or greater than the second acceleration and the drive wheel rotation speed is equal to or less than the second rotation speed, this corresponds to, for example, a state in which the wheels of the human-powered vehicle are locked. Thus, according to the control device of the twentieth aspect, the control device can suitably control at least one of the transmission and the motor when the drive wheels of the human-powered vehicle are locked.

[0025] In the control device of a twenty-first aspect according to the twentieth aspect of the present disclosure, the gear shift suppression control state includes a second gear shift suppression control state in which the transmission is controlled to suppress a change that reduces the gear ratio. According to the control device of the twenty-first aspect, when the acceleration is equal to or greater than the second acceleration and the drive wheel rotation speed is equal to or less than the second rotation speed, the transmission can be controlled to suppress a change that reduces the gear ratio.

[0026] In the control device of the 22nd aspect according to the 21st aspect of the present disclosure, the control unit is configured to control the transmission in the second gear shift suppression control state so as to suppress a change that reduces the gear ratio, and to control the transmission so as not to suppress a change that increases the gear ratio. According to the control device of the twenty-second aspect, when the acceleration is equal to or greater than the second acceleration and the drive wheel rotation speed is equal to or less than the second rotation speed, the transmission can be controlled to suppress only changes that reduce the gear ratio.

[0027] In the control device of the 23rd aspect according to the 21st or 22nd aspect of the present disclosure, the control unit is configured to control the transmission to change the gear ratio in response to a comparison between a gear shift parameter related to the human-powered vehicle and a threshold value, and is configured to control the transmission to suppress change of the gear ratio by changing the threshold value in the gear shift suppression control state. According to the control device of the twenty-third aspect, the threshold value can be changed, thereby suitably suppressing changes in the gear ratio by the transmission.

[0028] In the control device of the 24th aspect according to the 23rd aspect of the present disclosure, the shift parameter includes the crankshaft rotation speed, the threshold value includes a second threshold value, and the control unit is configured to control the shift device to reduce the gear ratio when the crankshaft rotation speed becomes smaller than the second threshold value, and is configured to reduce the second threshold value in the second shift suppression control state. According to the control device of the twenty-fourth aspect, by reducing the second threshold value, it is possible to suitably suppress a change in the gear ratio by the transmission that would otherwise increase. Effect of the Invention

[0029] The control device for a human-powered vehicle according to the present disclosure can contribute to optimal driving of the human-powered vehicle. [Brief description of the drawings]

[0030] [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] 1 is a block diagram showing an electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle of a first embodiment. [Diagram 3] 3 is a flowchart of a process executed by the control unit of FIG. 2 to change the gear ratio of the transmission. [Figure 4] 3 is a first flowchart of a process executed by the control unit in FIG. 2 to switch a control state. [Diagram 5] 10 is a second flowchart of the process executed by the control unit in FIG. 2 to switch the control state. [Figure 6] 10 is a flowchart of a process for switching a control state, which is executed by a control unit according to a second embodiment. [Figure 7] 13 is a flowchart of a process for switching a control state, which is executed by a control unit of a first modified example. [Figure 8] 13 is a flowchart of a process for switching a control state, which is executed by a control unit of a second modified example. [Figure 9] 13 is a flowchart of a process for switching a control state, which is executed by a control unit of a third modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0031] First Embodiment A control device 60 for a human-powered vehicle according to this embodiment will be described with reference to Figs.

[0032] The human-powered vehicle 10 is a vehicle that has at least one wheel and can be driven at least by human driving force. The human-powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbents. The number of wheels that the human-powered vehicle 10 has is not limited. The human-powered vehicle 10 also includes, for example, one-wheeled vehicles and vehicles with two or more wheels. The human-powered vehicle 10 is not limited to vehicles that can be driven only by human driving force. The human-powered vehicle 10 includes e-bikes that use not only human driving force but also the driving force of an electric motor for propulsion. E-bikes include electrically assisted bicycles whose propulsion is assisted by an electric motor. In the following embodiments, the human-powered vehicle 10 will be described as a bicycle.

[0033] The human-powered vehicle 10 includes, for example, a crank 12 to which a human-powered driving force is input. The human-powered vehicle 10 includes, for example, wheels 14 and a vehicle body 16. The wheels 14 include, for example, driving wheels 14A and driven wheels 14B. In this embodiment, the driving wheels 14A are rear wheels of the wheels 14. The vehicle body 16 includes a frame 18. The crank 12 includes a crank shaft 12A that is rotatable with respect to the frame 18, and a pair of crank arms 12B that are respectively provided at axial ends of the crank shaft 12A. A pair of pedals 20 are respectively connected to each crank arm 12B. The driving wheels 14A are driven by the rotation of the crank 12. The driving wheels 14A are supported by the frame 18.

[0034] The crank 12 is connected to the drive wheel 14A by a drive mechanism 22. The drive mechanism 22 includes, for example, a first rotating body 24 connected to the crankshaft 12A. The crankshaft 12A may be connected to the first rotating body 24 so as to rotate integrally therewith, or may be connected via a first one-way clutch. The first one-way clutch is configured to rotate the first rotating body 24 forward when the crank 12 rotates forward, and to allow relative rotation between the crank 12 and the first rotating body 24 when the crank 12 rotates backward. The first rotating body 24 includes, for example, a sprocket, a pulley, or a bevel gear. The drive mechanism 22 further includes, for example, a second rotating body 26 and a connecting member 28. The connecting member 28 transmits the rotational force of the first rotating body 24 to the second rotating body 26. The connecting member 28 includes, for example, a chain, a belt, or a shaft.

[0035] The second rotating body 26 is connected to the driving wheel 14A. The second rotating body 26 includes, for example, a sprocket, a pulley, or a bevel gear. For example, a second one-way clutch is provided between the second rotating body 26 and the driving wheel 14A. The second one-way clutch is configured to rotate the driving wheel 14A forward when the second rotating body 26 rotates forward, and to allow relative rotation between the second rotating body 26 and the driving wheel 14A when the second rotating body 26 rotates backward.

[0036] A driven wheel 14B is attached to the frame 18 via a front fork 30. A handlebar 34 is connected to the front fork 30 via a stem 32. In this embodiment, the driving wheel 14A is connected to the crank 12 by the driving mechanism 22, but at least one of the driving wheel 14A and the driven wheel 14B may be connected to the crank 12 by the driving mechanism 22.

[0037] The human-powered vehicle 10 includes, for example, a transmission 36. The transmission 36 changes a gear ratio R, which is a ratio of a drive wheel rotation speed W1 of the drive wheel 14A of the human-powered vehicle 10 to a crankshaft rotation speed C1 of the crankshaft 12A of the human-powered vehicle 10. The transmission 36 includes, for example, at least one of a front derailleur, a rear derailleur, and an internal gearbox. When the transmission 36 includes an internal gearbox, the internal gearbox is provided, for example, in a hub of the drive wheel 14A. The transmission 36 is configured to be operated by an actuator 38. The actuator 38 includes an electric actuator. The actuator 38 includes, for example, an electric motor.

[0038] The human-powered vehicle 10 includes, for example, a motor 40. The motor 40 provides a propulsive force to the human-powered vehicle 10. The motor 40 includes one or more electric motors. The motor 40 is configured to transmit rotation to a power transmission path of the human-powered driving force from the pedals 20 to the driving wheel 14A and at least one of the driven wheels 14B. The power transmission path of the human-powered driving force from the pedals 20 to the driving wheel 14A includes the driving wheel 14A. In this embodiment, the motor 40 is provided on the frame 18 of the human-powered vehicle 10, and is configured to transmit rotation to the first rotating body 24.

[0039] The motor 40 is provided in, for example, a housing. The housing is provided in the frame 18. The housing is, for example, detachably attached to the frame 18. A drive unit is configured including the motor 40 and the housing in which the motor 40 is provided. For example, a third one-way clutch is provided in the power transmission path between the motor 40 and the crankshaft 12A so that the rotational force of the crank 12 is not transmitted to the motor 40 when the crankshaft 12A is rotated in the direction in which the human-powered vehicle 10 moves forward. When the motor 40 is provided in at least one of the driving wheels 14A and the driven wheels 14B, the motor 40 may include a hub motor.

[0040] The human-powered vehicle 10 includes, for example, a crank rotation sensor 42. The crank rotation sensor 42 is configured to detect information corresponding to the crankshaft rotation speed C1 of the crankshaft 12A. The crank rotation sensor 42 is provided, for example, on the frame 18 of the human-powered vehicle 10. The crank rotation sensor 42 includes a magnetic sensor that outputs a signal corresponding to the strength of a magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided on the crankshaft 12A, a member that rotates in conjunction with the crankshaft 12A, or a power transmission path from the crankshaft 12A to the first rotor 24. The crank rotation sensor 42 outputs a signal corresponding to the crankshaft rotation speed C1 of the crankshaft 12A. The magnet may be provided on a member that rotates integrally with the crankshaft 12A in the power transmission path of the human-powered driving force from the crankshaft 12A to the first rotor 24. For example, when a first one-way clutch is not provided between the crankshaft 12A and the first rotor 24, the magnet may be provided on the first rotor 24. The crank rotation sensor 42 may include an optical sensor, an acceleration sensor, a gyro sensor, a torque sensor, or the like, instead of a magnetic sensor. The crank rotation sensor 42 is connected to the control unit 62 via a wireless communication device or an electric cable.

[0041] The crank rotation sensor 42 is configured to output a predetermined number of detection signals during one rotation of the crank 12, for example. The predetermined number is, for example, 2 or more. The predetermined number is, for example, 4 or more. The predetermined number is, for example, a multiple of 4. For example, the predetermined number is 8, 12, or 16. The crank rotation sensor 42 may be configured to include a vehicle speed sensor. When the crank rotation sensor 42 includes a vehicle speed sensor, the control unit 62 is configured to calculate the crankshaft rotation speed C1 of the crankshaft 12A in accordance with, for example, the vehicle speed detected by the vehicle speed sensor and the gear ratio R.

[0042] The human-powered vehicle 10 includes, for example, a torque sensor 44. The torque sensor 44 is configured to output a signal corresponding to a human-powered torque T1 input to the crankshaft 12A by a human-powered driving force. For example, when a first one-way clutch is provided in the power transmission path, the torque sensor 44 is provided upstream of the first one-way clutch in the power transmission path. The torque sensor 44 includes a strain sensor, a magnetostrictive sensor, a pressure sensor, or the like. The strain sensor includes a strain gauge. The torque sensor 44 is provided in the power transmission path or in a member included in the power transmission path or in the vicinity of a member included in the power transmission path. The member included in the power transmission path is, for example, the crankshaft 12A, a member that transmits the human-powered driving force between the crankshaft 12A and the first rotor 24, the crank arm 12B, or the pedal 20. The torque sensor 44 is connected to the control unit 62 via a wireless communication device or an electric cable. The torque sensor 44 may have any configuration as long as it can obtain information regarding the human driving force, and may include, for example, a sensor that detects the pressure applied to the pedal 20, or a sensor that detects the tension of the chain.

[0043] The human-powered vehicle 10 includes, for example, a vehicle speed sensor 46. The vehicle speed sensor 46 is configured to detect information corresponding to the rotational speed of the wheels 14 of the human-powered vehicle 10. The vehicle speed sensor 46 is configured to detect, for example, a magnet provided on the wheels 14 of the human-powered vehicle 10. The vehicle speed sensor 46 outputs a signal corresponding to the rotational speed of the wheels 14. The control unit 62 can calculate the vehicle speed of the human-powered vehicle 10 based on the rotational speed of the wheels 14 and information relating to the circumferential length of the wheels 14. The memory unit 64 stores information relating to the circumferential length of the wheels 14.

[0044] The vehicle speed sensor 46 of this embodiment detects the drive wheel rotation speed W1 of the drive wheel 14A. The vehicle speed sensor 46 is configured to detect information corresponding to the drive wheel rotation speed W1 of the drive wheel 14A. The vehicle speed sensor 46 is configured to detect, for example, the rotation of an annular body provided on the drive wheel 14A of the human-powered vehicle 10. The annular body has a plurality of detectable parts in the circumferential direction. The detectable parts are grooves or holes. The vehicle speed sensor 46 outputs a signal corresponding to the drive wheel rotation speed W1 of the drive wheel 14A based on the passage of a plurality of detectable parts provided on the annular body. The vehicle speed sensor 46 is configured, for example, of a coil and a magnetic pole. When the annular body rotates, the magnetic flux passing through the coil changes, generating an AC voltage, and thus the drive wheel rotation speed W1 of the drive wheel 14A is detected. The vehicle speed sensor 46 includes, for example, a Hall element. The vehicle speed sensor 46 is not limited to a configuration that detects a detectable part provided on the drive wheel 14A, and may be configured to include, for example, a magnetic reed that constitutes a reed switch, an optical sensor, or the like. The vehicle speed sensor 46 is connected to the control unit 62 via a wireless communication device or an electric cable. The vehicle speed sensor 46 is configured to output a predetermined number of detection signals, for example, during one rotation of the drive wheel 14A. The predetermined number is, for example, two or more. The predetermined number is, for example, four or more. The predetermined number is, for example, a multiple of four. The predetermined number is, for example, 30 or more. In this embodiment, the vehicle speed sensor 46 is configured to detect the detection target portion 60 or more times when the drive wheel 14A rotates once.

[0045] The human-powered vehicle 10 includes, for example, an inclination angle detection unit 48. The inclination angle detection unit 48 is configured to detect the road gradient of the road surface on which the human-powered vehicle 10 runs. The road gradient can be detected by the inclination angle in the traveling direction of the human-powered vehicle 10. The road gradient of the human-powered vehicle 10 corresponds to the inclination angle of the human-powered vehicle 10. The inclination angle detection unit 48 includes an inclination sensor that detects the inclination. The inclination sensor is, for example, a gyro sensor or an acceleration sensor. In another example, the inclination angle detection unit 48 includes a GPS (Global Positioning System) receiving unit. The control unit 62 may calculate the inclination angle of the road surface on which the human-powered vehicle 10 runs, according to the GPS information acquired by the GPS receiving unit and the road gradient included in the map information previously recorded in the storage unit 64. The inclination angle detection unit 48 is connected to the control unit 62 via a wireless communication device or an electric cable.

[0046] The human-powered vehicle 10 includes, for example, an acceleration sensor 50. The acceleration sensor 50 detects at least one of the accelerations in the front-rear, left-right, and up-down directions of the human-powered vehicle 10 when the human-powered vehicle 10 is standing upright with its front and rear wheels on a horizontal surface. The acceleration sensor 50 is electrically connected to the control unit 62 by wire or wirelessly.

[0047] The human-powered vehicle 10 includes, for example, an attitude sensor 52. The output of the attitude sensor 52 changes depending on the attitude of the human-powered vehicle 10. The attitude sensor 52 includes, for example, at least one of a gyro sensor, an acceleration sensor, and an inclination sensor. The attitude sensor 52 is provided on the frame 18 of the human-powered vehicle 10.

[0048] The control device 60 is a control device for a human-powered vehicle. The control device 60 includes a control unit 62. The control unit 62 includes an arithmetic processing device that executes a predetermined control program. The arithmetic processing device includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing device may be provided in multiple locations that are separate from each other. The control unit 62 may include one or multiple microcomputers.

[0049] The control device 60 further includes, for example, a storage unit 64. The storage unit 64 stores various control programs and information used in various control processes. The storage unit 64 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).

[0050] The control unit 62 is configured to control at least one of the transmission 36 and the motor 40. The control unit 62 in this embodiment is configured to control both the transmission 36 and the motor 40.

[0051] The control unit 62 is configured, for example, to control the transmission 36 to change the gear ratio R in response to a comparison between a gear shift parameter PS related to the human-powered vehicle 10 and a threshold value S1. The threshold value S1 includes, for example, a first threshold value SX1. The control unit 62 is configured, for example, to control the transmission 36 to increase the gear ratio R when the gear shift parameter PS becomes larger than the first threshold value SX1. The threshold value S1 includes, for example, a second threshold value SX2. The control unit 62 is configured, for example, to control the transmission 36 to decrease the gear ratio R when the gear shift parameter PS becomes smaller than the second threshold value SX2.

[0052] The gear shift parameter PS includes, for example, the crankshaft rotation speed C1 or a parameter that shows a correlation with the crankshaft rotation speed C1. The parameters that show a correlation with the crankshaft rotation speed C1 include, for example, the rotation speed of the first rotor 24, the rotation speed of the second rotor 26, the moving speed of the connecting member 28, and the vehicle speed. For example, when the gear shift parameter PS becomes larger than a first threshold value SX1, the control unit 62 is configured to control the gear shift device 36 to increase the gear ratio R. For example, when the gear shift parameter PS becomes smaller than a second threshold value SX2, the control unit 62 is configured to control the gear shift device 36 to decrease the gear ratio R.

[0053] The gear shift parameter PS in this embodiment includes, for example, the crankshaft rotation speed C1. The gear shift parameter PS is, for example, the crankshaft rotation speed C1. The control unit 62 is configured to control the gear shift device 36 to increase the gear ratio R when the crankshaft rotation speed C1 becomes greater than a first threshold value SX1. The control unit 62 is configured to control the gear shift device 36 to decrease the gear ratio R when the crankshaft rotation speed C1 becomes smaller than a second threshold value SX2.

[0054] The gear shift parameter PS may be a parameter correlated with the load of the rider. The crankshaft rotation speed C1 decreases as the load of the rider increases. The gear shift parameter PS may include, for example, at least one of the human-powered driving force and the tilt angle of the human-powered vehicle 10. The human-powered driving force and the tilt angle of the human-powered vehicle 10 increase as the load of the rider increases. For example, when the gear shift parameter PS, which increases as the load of the rider increases, becomes greater than a first threshold value SX1, the control unit 62 is configured to control the gear shift device 36 to decrease the gear ratio R. For example, when the gear shift parameter PS, which increases as the load of the rider increases, becomes smaller than a second threshold value SX2, the control unit 62 is configured to control the gear shift device 36 to increase the gear ratio R.

[0055] With reference to Fig. 3, a process in which control unit 62 controls transmission 36 to change gear ratio R in response to a comparison between shift parameter PS and threshold value S1 will be described. When power is supplied to control unit 62, control unit 62 starts the process and proceeds to step S11 of the flowchart shown in Fig. 3. When the flowchart of Fig. 3 ends, control unit 62 repeats the process from step S11 after a predetermined period until the supply of power is stopped.

[0056] In step S11, the control unit 62 determines whether the gear shift parameter PS is greater than the first threshold value SX1. If the gear shift parameter PS is greater than the first threshold value SX1, the control unit 62 proceeds to step S12. In step S12, the control unit 62 controls the transmission 36 so that the gear ratio R increases, and ends the process. If the gear shift parameter PS is not greater than the first threshold value SX1 in step S11, the control unit 62 proceeds to step S13.

[0057] In step S13, the control unit 62 determines whether the gear shift parameter PS is smaller than the second threshold value SX2. If the gear shift parameter PS is smaller than the second threshold value SX2, the control unit 62 proceeds to step S14. In step S14, the control unit 62 controls the transmission 36 so that the gear ratio R becomes smaller, and ends the process. If the gear shift parameter PS is not smaller than the second threshold value SX2, the control unit 62 ends the process.

[0058] The control unit 62 is configured to control the motor 40 so as to change the output of the motor 40 in response to, for example, a human-powered torque T1 input to the crankshaft 12A. The control unit 62 determines the output of the motor 40 based on an assist ratio, which is the ratio of the output of the motor 40 to the human-powered torque T1.

[0059] The control unit 62 is configured to control at least one of the transmission 36 and the motor 40 according to a control state, for example. The control state includes at least one of a shift suppression control state and an assist change control state.

[0060] The shift suppression control state is a state in which the control unit 62 controls the transmission 36 to suppress a change in the gear ratio R. When the predetermined control state includes the shift suppression control state, the control unit 62 controls the transmission 36 to suppress a change in the gear ratio R compared to before the control state is switched to a control state including the shift suppression control state. The control unit 62 is configured to control the transmission 36 to suppress a change in the gear ratio R, for example, by changing the threshold value S1 in the shift suppression control state. When the predetermined control state includes the shift suppression control state, the control unit 62 changes the threshold value S1 so that the threshold value S1 is different compared to before the control state is switched to a control state including the shift suppression control state. The shift suppression control state includes, for example, a first shift suppression control state. The shift suppression control state includes, for example, a second shift suppression control state.

[0061] The first shift suppression control state is a state in which the transmission 36 is controlled to suppress a change that would increase the gear ratio R. When the predetermined control state includes the first shift suppression control state, the control unit 62 controls the transmission 36 to suppress a change that would increase the gear ratio R compared to before the control state is switched to a control state including the first shift suppression control state. The control unit 62 is configured to increase the first threshold value SX1, for example, in the first shift suppression control state. When the predetermined control state includes the first shift suppression control state, the control unit 62 increases the first threshold value SX1 compared to before the control state is switched to a control state including the first shift suppression control state.

[0062] The control unit 62 is configured, for example, in the first shift suppression control state, to control the transmission 36 so as to suppress a change that would increase the gear ratio R, and to control the transmission 36 so as not to suppress a change that would decrease the gear ratio R. When the predetermined control state includes the first shift suppression control state, the control unit 62 increases the first threshold value SX1 and maintains the second threshold value SX2 compared to before the control state is switched to a control state including the first shift suppression control state.

[0063] The second shift suppression control state is, for example, a state in which the transmission 36 is controlled to suppress a change that reduces the gear ratio R. When the predetermined control state includes the second shift suppression control state, the control unit 62 controls the transmission 36 to suppress a change that reduces the gear ratio R compared to before the control state is switched to a control state including the second shift suppression control state. The control unit 62 is configured to reduce the second threshold value SX2, for example, in the second shift suppression control state. When the predetermined control state includes the second shift suppression control state, the control unit 62 reduces the second threshold value SX2 compared to before the control state is switched to a control state including the second shift suppression control state.

[0064] The control unit 62 is configured, for example, in the second shift suppression control state, to control the transmission 36 so as to suppress a change that decreases the gear ratio R, and to control the transmission 36 so as not to suppress a change that increases the gear ratio R. When the predetermined control state includes the second shift suppression control state, the control unit 62 reduces the second threshold value SX2 and maintains the first threshold value SX1 compared to before the control state is switched to a control state including the second shift suppression control state.

[0065] The assist change control state is a state in which the control unit 62 controls the motor 40 to change the output of the motor 40. When the predetermined control state includes the assist change control state, the control unit 62 controls the motor 40 so that the output of the motor 40 is changed compared to before the control state is switched to a control state including the assist change control state. The output of the motor 40 includes, for example, at least one of the assist ratio, the output torque of the motor 40, the power of the output of the motor 40, and the upper limit value of the output torque of the motor 40. The assist change control state includes either an assist suppression control state or an assist increase control state.

[0066] The assist suppression control state is a state in which the control unit 62 controls the motor 40 to suppress the output of the motor 40. When the predetermined control state includes the assist suppression control state, the control unit 62 controls the motor 40 so that the output of the motor 40 is reduced compared to before the control state is switched to a control state including the assist suppression control state. The control unit 62 is configured to reduce, for example, at least one of the assist ratio, the output torque of the motor 40, the power of the output of the motor 40, and the upper limit value of the output torque of the motor 40 in the assist suppression control state. When the predetermined control state includes the assist suppression control state, the control unit 62 reduces at least one of the assist ratio, the output torque of the motor 40, the power of the output of the motor 40, and the upper limit value of the output torque of the motor 40 compared to before the control state is switched to a control state including the assist suppression control state.

[0067] The assist increase control state is a state in which the control unit 62 controls the motor 40 to increase the output of the motor 40. When the predetermined control state includes the assist increase control state, the control unit 62 controls the motor 40 so that the output of the motor 40 is increased compared to before the control state is switched to a control state including the assist increase control state. The control unit 62 is configured to increase at least one of the assist ratio, the output torque of the motor 40, the power of the output of the motor 40, and the upper limit value of the output torque of the motor 40 in the assist increase control state, for example. When the predetermined control state includes the assist increase control state, the control unit 62 increases at least one of the assist ratio, the output torque of the motor 40, the power of the output of the motor 40, and the upper limit value of the output torque of the motor 40 compared to before the control state is switched to a control state including the assist increase control state. The control unit 62 may increase the output of the motor 40 according to the amount of decrease in the human torque T1 with respect to the human torque T1 before the control state is switched to a control state including the assist increase control state. The control unit 62 obtains the amount of decrease in the manual torque T1, for example, by comparing the manual torque T1 before switching to a predetermined control state with the manual torque T1 after switching to the predetermined control state. The control unit 62 controls the motor 40 to increase the output of the motor 40 so that the output torque of the motor 40 becomes equal to the amount of decrease in the manual torque T1. In a control state including the assist increase control state, the control unit 62 may increase the output of the motor 40 so that the sum of the manual torque T1 and the output torque of the motor 40 becomes a predetermined torque.

[0068] The control state includes, for example, a first control state, a second control state, a third control state, and a fourth control state. The control unit 62 selects, for example, any one of the first control state, the second control state, the third control state, and the fourth control state as the current control state. The control unit 62 controls at least one of the transmission 36 and the motor 40 according to any one of the selected first control state, the second control state, the third control state, and the fourth control state. The control unit 62 is configured to control at least one of the transmission 36 and the motor 40 according to at least one of a shift suppression control state and an assist change control state included in any one of the selected first control state, the second control state, the third control state, and the fourth control state.

[0069] The first control state is, for example, a state in which the acceleration A1 is outside a predetermined acceleration range and the drive wheel rotation speed W1 is outside a predetermined rotation speed range in the human-powered vehicle 10. The first control state corresponds, for example, to normal driving of the human-powered vehicle 10. In the assist state during normal driving, the motor 40 is controlled so that the assist ratio becomes a predetermined assist ratio. The first control state does not include, for example, both the shift suppression control state and the assist change control state. The first control state includes, for example, a normal shift control state in which changes in the gear ratio R are not suppressed, and a normal assist control state in which the assist state corresponds to the assist state during normal driving.

[0070] The second control state is different from the first control state. The second control state includes at least one of a shift suppression control state and an assist change control state.

[0071] The third control state is different from at least one of the first control state and the second control state. In the present embodiment, the third control state is different from both the first control state and the second control state. The third control state includes at least one of a shift suppression control state and an assist change control state.

[0072] The fourth control state is different from the third control state. The fourth control state includes at least one of a shift suppression control state and an assist change control state.

[0073] The control states include, for example, one of a normal shift control state, a shift suppression control state, a first shift suppression control state, and a second shift suppression control state, and one of a normal assist control state, an assist change control state, an assist suppression control state, and an assist increase control state. When the two control states are different, for example, at least one of the normal shift control state, the shift suppression control state, the first shift suppression control state, and the second shift suppression control state included in each control state is different from one of the normal assist control state, the assist change control state, the assist suppression control state, and the assist increase control state.

[0074] When the control state includes a control state related to the transmission 36 and does not include a control state related to the motor 40, the control state includes, for example, any of a normal shift control state, a shift suppression control state, and a first shift suppression control state. When the control state does not include a control state related to the transmission 36 and includes a control state related to the motor 40, the control state includes, for example, any of a normal assist control state, an assist change control state, an assist suppression control state, and an assist increase control state.

[0075] The control unit 62 is configured to switch the control state depending on, for example, the state of the human-powered vehicle 10. The state of the human-powered vehicle 10 includes, for example, at least one of the acceleration A1 of the human-powered vehicle 10, the drive wheel rotation speed W1, the pitch angle P1 of the human-powered vehicle 10, the human-powered torque T1, and the crankshaft rotation speed C1.

[0076] The control unit 62 is configured to obtain, for example, an acceleration A1 from the acceleration sensor 50. The control unit 62 is configured to obtain, for example, a drive wheel rotation speed W1 from the vehicle speed sensor 46. The control unit 62 is configured to obtain a pitch angle P1 of the human-powered vehicle 10 from the inclination angle detection unit 48. The control unit 62 may be configured to obtain the pitch angle P1 of the human-powered vehicle 10 from the attitude sensor 52. The control unit 62 is configured to obtain a human-powered torque T1 input to the crankshaft 12A from the torque sensor 44. The control unit 62 is configured to obtain a crankshaft rotation speed C1 from the crank rotation sensor 42.

[0077] The control unit 62 is configured to switch the control state from a first control state to a second control state, for example, in response to the acceleration A1 and the drive wheel rotation speed W1 of the human-powered vehicle 10. The control unit 62 is configured to switch the control state from the first control state to the second control state when the acceleration A1 is within a predetermined acceleration range and the drive wheel rotation speed W1 is within a predetermined rotation speed range.

[0078] The second control state of the present embodiment includes a shift suppression control state. The second control state includes a first shift suppression control state. The second control state may include an assist suppression control state.

[0079] The predetermined acceleration range includes, for example, a range with the first acceleration AX1 as an upper limit value. The predetermined rotation speed range includes, for example, a range with the first driving wheel rotation speed WX1 as a lower limit value. The control unit 62 is configured to switch the control state to the second control state, for example, when the acceleration A1 is equal to or less than the first acceleration AX1 and the driving wheel rotation speed W1 is equal to or greater than the first driving wheel rotation speed WX1. The control unit 62 of this embodiment switches the control state from the first control state to the second control state, for example, when the acceleration A1 is equal to or less than the first acceleration AX1 and the driving wheel rotation speed W1 is equal to or greater than the first driving wheel rotation speed WX1.

[0080] The control unit 62 is configured to switch the control state from the first control state to the second control state according to the acceleration A1, the driving wheel rotation speed W1, and the pitch angle P1. The control unit 62 is configured to switch the control state to the second control state according to the pitch angle P1, for example, when the acceleration A1 is equal to or less than the first acceleration AX1 and the driving wheel rotation speed W1 is equal to or more than the first driving wheel rotation speed WX1. The control unit 62 is configured to switch the control state to the second control state, for example, when the acceleration A1 is equal to or less than the first acceleration AX1, the driving wheel rotation speed W1 is equal to or more than the first driving wheel rotation speed WX1, and the pitch angle P1 is equal to or more than the first pitch angle PX1. The control unit 62 of this embodiment switches the control state from the first control state to the second control state, for example, when the acceleration A1 is equal to or less than the first acceleration AX1, the driving wheel rotation speed W1 is equal to or more than the first driving wheel rotation speed WX1, and the pitch angle P1 is equal to or more than the first pitch angle PX1.

[0081] The control unit 62 is configured to switch the control state from the first control state to the second control state according to the acceleration A1, the driving wheel rotation speed W1, and the manual torque T1. For example, when the acceleration A1 is equal to or less than the first acceleration AX1 and the driving wheel rotation speed W1 is equal to or more than the first driving wheel rotation speed WX1, the control unit 62 is configured to switch the control state to the second control state according to the manual torque T1. For example, when the acceleration A1 is equal to or less than the first acceleration AX1, the driving wheel rotation speed W1 is equal to or more than the first driving wheel rotation speed WX1, and the manual torque T1 is equal to or less than the first torque TX1, the control unit 62 of this embodiment switches the control state from the first control state to the second control state when, for example, the acceleration A1 is equal to or less than the first acceleration AX1, the driving wheel rotation speed W1 is equal to or more than the first driving wheel rotation speed WX1, and the manual torque T1 is equal to or less than the first torque TX1.

[0082] The control unit 62 is configured to switch the control state from the first control state to the second control state in accordance with, for example, the acceleration A1, the driving wheel rotation speed W1, the pitch angle P1, and the manual torque T1. The control unit 62 is configured to switch the control state from the first control state to the second control state when, for example, the acceleration A1 is equal to or less than the first acceleration AX1, the driving wheel rotation speed W1 is equal to or more than the first driving wheel rotation speed WX1, the pitch angle P1 is equal to or more than the first pitch angle PX1, and the manual torque T1 is equal to or less than the first torque TX1.

[0083] The third control state is, for example, different from the assist suppression control state. The third control state includes, for example, an assist increase control state. The third control state includes, for example, a shift suppression control state. The third control state of the present embodiment includes the first shift suppression control state and the assist increase control state.

[0084] In the assist increase control state, the control unit 62 controls the output of the motor 40, for example, to compensate for the amount of decrease in the human-powered torque T1 input to the crankshaft 12A. For example, the control unit 62 increases the output of the motor 40 in accordance with the amount of decrease in the human-powered torque T1 in the current third control state, relative to the human-powered torque T1 in the first control state before the control state is switched to the third control state. For example, in the third control state, the control unit 62 may increase the output of the motor 40 so that the sum of the human-powered torque T1 and the output torque of the motor 40 becomes a predetermined torque.

[0085] The control unit 62 is configured to switch the control state from either the first control state or the second control state to the third control state depending on the state of the human-powered vehicle 10. In this embodiment, the control unit 62 is configured to switch the control state from the second control state to the third control state depending on the state of the human-powered vehicle 10. When the control unit 62 switches the control state from the second control state to the third control state, the third control state may be the same control state as the first control state. When the control unit 62 switches the control state from the first control state to the third control state, the third control state may be the same control state as the second control state.

[0086] The control unit 62 is configured to switch the control state from either the first control state or the second control state to the third control state according to the acceleration A1, the driving wheel rotation speed W1, and the crankshaft rotation speed C1. For example, the control unit 62 is configured to switch the control state to the third control state when the acceleration A1 is equal to or less than the first acceleration AX1, the driving wheel rotation speed W1 is equal to or greater than the first driving wheel rotation speed WX1, and the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1. The control unit 62 is configured not to switch the control state to the third control state when the acceleration A1 is equal to or less than the first acceleration AX1, the driving wheel rotation speed W1 is equal to or greater than the first driving wheel rotation speed WX1, and the crankshaft rotation speed C1 is less than the first crankshaft rotation speed CX1.

[0087] The control unit 62 is configured to switch the control state from either the first control state or the second control state to the third control state according to the acceleration A1, the driving wheel rotation speed W1, the pitch angle P1, the manual torque T1, and the crankshaft rotation speed C1. The control unit 62 is configured to switch the control state to the third control state, for example, when the acceleration A1 is equal to or less than the first acceleration AX1, the driving wheel rotation speed W1 is equal to or more than the first driving wheel rotation speed WX1, the pitch angle P1 is equal to or more than the first pitch angle PX1, the manual torque T1 is equal to or less than the first torque TX1, and the crankshaft rotation speed C1 is equal to or more than the first crankshaft rotation speed CX1. The control unit 62 is configured not to switch the control state to the third control state when the acceleration A1 is equal to or less than the first acceleration AX1, the drive wheel rotation speed W1 is equal to or greater than the first drive wheel rotation speed WX1, the pitch angle P1 is equal to or greater than the first pitch angle PX1, the manual torque T1 is equal to or less than the first torque TX1, and the crankshaft rotation speed C1 is less than the first crankshaft rotation speed CX1.

[0088] The control unit 62 is configured to determine whether the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1 in accordance with a duration D1 of a state in which the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1. The control unit 62 is configured to be able to measure, for example, the duration D1 of a state in which the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1. When the duration D1 is equal to or greater than the first duration DX1, the control unit 62 determines that the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1.

[0089] The control unit 62 is configured to switch the control state to the third control state when, for example, the acceleration A1 is equal to or less than the first acceleration AX1, the drive wheel rotation speed W1 is equal to or greater than the first drive wheel rotation speed WX1, and the duration D1 is equal to or greater than the first duration DX1. The control unit 62 is configured not to switch the control state to the third control state when the acceleration A1 is equal to or less than the first acceleration AX1, the drive wheel rotation speed W1 is equal to or greater than the first drive wheel rotation speed WX1, and the duration D1 is shorter than the first duration DX1.

[0090] The control unit 62 is configured to switch the control state from the third control state to the first control state when, for example, a first predetermined condition is satisfied. The first predetermined condition is, for example, a condition related to at least one of the crankshaft rotation speed C1, the vehicle speed of the human-powered vehicle 10, the human-powered torque T1, the attitude of the human-powered vehicle 10, and the elapsed time since the control state was switched to the third control state. The control unit 62 is configured to switch the control state from the third control state to the first control state when, in the third control state, the duration D2 during which the crankshaft rotation speed C1 is less than the predetermined crankshaft rotation speed is the second duration DX2. The control unit 62 is configured to switch the control state from the third control state to the first control state when, in the third control state, the vehicle speed of the human-powered vehicle 10 becomes equal to or less than the predetermined speed. The control unit 62 is configured to switch the control state from the third control state to the first control state when, in the third control state, the human-powered torque T1 is equal to or greater than the second torque TX2. The control unit 62 is configured to switch the control state from the third control state to the first control state when the roll angle of the human-powered vehicle 10 in the third control state is equal to or greater than a predetermined roll angle. The control unit 62 is configured, for example, to acquire the roll angle of the human-powered vehicle 10 from the attitude sensor 52. The predetermined roll angle is, for example, 45 degrees. The control unit 62 is configured to switch the control state from the third control state to the first control state when, in the third control state, the elapsed time since the control state was switched to the third control state is equal to or greater than a predetermined time.

[0091] The control unit 62 of this embodiment is configured to switch the control state from the second control state to a third control state or a fourth control state according to the state of the human-powered vehicle 10, for example. The fourth control state is, for example, different from the third control state. The fourth control state may be, for example, the same as the second control state. The fourth control state includes, for example, a first shift suppression control state and an assist suppression control state.

[0092] The control unit 62 is configured to switch the control state to the fourth control state when the acceleration A1 is equal to or less than the first acceleration AX1, the drive wheel rotation speed W1 is equal to or greater than the first drive wheel rotation speed WX1, and the crankshaft rotation speed C1 is less than the first crankshaft rotation speed CX1. The control unit 62 is configured to switch the control state to the assist suppression control state when, for example, the acceleration A1 is equal to or less than the first acceleration AX1, the drive wheel rotation speed W1 is equal to or greater than the first drive wheel rotation speed WX1, and the crankshaft rotation speed C1 is less than the first crankshaft rotation speed CX1.

[0093] The control unit 62 is configured to switch the control state to the fourth control state when the acceleration A1 is equal to or less than the first acceleration AX1, the drive wheel rotation speed W1 is equal to or greater than the first drive wheel rotation speed WX1, the pitch angle P1 is equal to or greater than the first pitch angle PX1, the human torque T1 is equal to or less than the first torque TX1, and the crankshaft rotation speed C1 is less than the first crankshaft rotation speed CX1. The control unit 62 is configured to switch the control state to the fourth control state when the acceleration A1 is equal to or less than the first acceleration AX1, the drive wheel rotation speed W1 is equal to or greater than the first drive wheel rotation speed WX1, and the duration D1 is less than the first duration DX1.

[0094] The control unit 62 is configured to switch the control state from the fourth control state to the first control state when, for example, a second predetermined condition is satisfied. The second predetermined condition is, for example, a condition related to at least one of the crankshaft rotation speed C1, the vehicle speed of the human-powered vehicle 10, the human-powered torque T1, the attitude of the human-powered vehicle 10, and the elapsed time since the control state was switched to the fourth control state. The control unit 62 is configured to switch the control state from the fourth control state to the first control state when, in the fourth control state, the duration D2 during which the crankshaft rotation speed C1 is less than the predetermined crankshaft rotation speed is the second duration DX2. The control unit 62 is configured to switch the control state from the fourth control state to the first control state when, in the fourth control state, the vehicle speed of the human-powered vehicle 10 becomes equal to or less than the predetermined speed. The control unit 62 is configured to switch the control state from the fourth control state to the first control state when, in the fourth control state, the human-powered torque T1 is equal to or greater than the second torque TX2. The control unit 62 is configured to switch the control state from the fourth control state to the first control state when the roll angle of the human-powered vehicle 10 in the fourth control state is equal to or greater than a predetermined roll angle. The control unit 62 is configured to switch the control state from the fourth control state to the first control state when the elapsed time since the control state was switched to the fourth control state is equal to or greater than a predetermined time.

[0095] The process of switching the control state by the control unit 62 will be described with reference to Figures 4 and 5. When power is supplied to the control unit 62, the control unit 62 starts the process and proceeds to step S21 of the flowchart shown in Figures 4 and 5. When the flowchart in Figures 4 and 5 ends, the control unit 62 repeats the process from step S21 after a predetermined period until the supply of power is stopped.

[0096] In step S21, the control unit 62 determines whether the control state is the first control state. If the control state is the first control state, the control unit 62 proceeds to step S22. If the control state is not the first control state, the control unit 62 ends the process.

[0097] In step S22, the control unit 62 determines whether the acceleration A1 is equal to or less than the first acceleration AX1. If the acceleration A1 is equal to or less than the first acceleration AX1, the control unit 62 proceeds to step S23. If the acceleration A1 is not equal to or less than the first acceleration AX1, the control unit 62 ends the process.

[0098] In step S23, the control unit 62 determines whether the drive wheel rotation speed W1 is equal to or greater than the first drive wheel rotation speed WX1. If the drive wheel rotation speed W1 is equal to or greater than the first drive wheel rotation speed WX1, the control unit 62 proceeds to step S24. If the drive wheel rotation speed W1 is not equal to or greater than the first drive wheel rotation speed WX1, the control unit 62 ends the process.

[0099] In step S24, the control unit 62 determines whether the pitch angle P1 is equal to or greater than the first pitch angle PX1. If the pitch angle P1 is equal to or greater than the first pitch angle PX1, the control unit 62 proceeds to step S25. If the pitch angle P1 is not equal to or greater than the first pitch angle PX1, the control unit 62 ends the process.

[0100] In step S25, the control unit 62 determines whether the manual torque T1 is equal to or less than the first torque TX1. If the manual torque T1 is equal to or less than the first torque TX1, the control unit 62 proceeds to step S26. If the manual torque T1 is not equal to or less than the first torque TX1, the control unit 62 ends the process.

[0101] After switching the control state from the first control state to the second control state in step S26, the control section 62 proceeds to step S27. In this embodiment, the second control state includes a first shift suppression control state.

[0102] In step S27, the control unit 62 determines whether the judgment period has elapsed. The judgment period is a period for measuring a duration D1 during which the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1. A period equal to or greater than the first duration DX1 is set as the judgment period. The control unit 62 of this embodiment is configured to measure a period from when the control state is switched from the first control state to the second control state in step S26. The control unit 62 determines that the judgment period has elapsed if the period from when the control state is switched from the first control state to the second control state in step S26 is equal to or greater than the judgment period. If the judgment period has elapsed, the control unit 62 proceeds to step S28. If the judgment period has not elapsed, the control unit 62 repeats the process of step S27.

[0103] In step S28, the control unit 62 judges whether or not the duration D1 during which the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1 is equal to or greater than the first duration DX1. The control unit 62 is configured to measure the duration D1 during the judgment period in step S27. If the duration D1 during which the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1 is equal to or greater than the first duration DX1, the control unit 62 proceeds to step S29. If the duration D1 during which the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1 is not equal to or greater than the first duration DX1, the control unit 62 proceeds to step S32.

[0104] After switching the control state from the second control state to the third control state in step S29, the control unit 62 proceeds to step S30. In this embodiment, the third control state includes an assist increase control state and a first shift suppression control state.

[0105] In step S30, the control unit 62 determines whether or not a first predetermined condition is satisfied. If the first predetermined condition is satisfied, the control unit 62 proceeds to step S31. In step S31, the control unit 62 switches the control state from the third control state to the first control state, and then ends the process. If the first predetermined condition is not satisfied, the control unit 62 repeats the process of step S30.

[0106] After switching the control state from the second control state to the fourth control state in step S32, the control unit 62 proceeds to step S33. In this embodiment, the fourth control state includes an assist suppression control state and a first shift suppression control state.

[0107] In step S33, the control unit 62 determines whether or not a second predetermined condition is satisfied. If the second predetermined condition is satisfied, the control unit 62 proceeds to step S34. In step S34, the control unit 62 switches the control state from the fourth control state to the first control state, and then ends the process. If the second predetermined condition is not satisfied, the control unit 62 repeats the process of step S33.

[0108] When the acceleration A1 is equal to or less than the first acceleration AX1 and the driving wheel rotation speed W1 is equal to or more than the first driving wheel rotation speed WX1, there is a possibility that the driving wheel 14A is slipping. Furthermore, when the pitch angle P1 is equal to or more than the first pitch angle PX1 and the human torque T1 is equal to or less than the first torque TX1, there is a greater possibility that the driving wheel 14A is slipping. The control unit 62 of this embodiment selects at least one of the first shift suppression control state and the assist suppression control state when there is a possibility that the driving wheel 14A is slipping. When there is a possibility that the driving wheel 14A is slipping, the control device 60 of this embodiment suppresses the operation of the transmission 36 so that the speed ratio R increases due to the idling of the crank 12. Furthermore, when there is a possibility that the driving wheel 14A is slipping, the control device 60 of this embodiment suppresses the output of the motor 40 from increasing.

[0109] The control unit 62 of this embodiment controls the motor 40 in the assist increase control state when the crankshaft rotation speed C1 is equal to or higher than the first crankshaft rotation speed CX1 even if there is a possibility that the drive wheel 14A is slipping. The control device 60 can assist the running of the human-powered vehicle 10 when the rider wants to continue pedaling even if there is a possibility that the drive wheel 14A is slipping. Therefore, according to the control device 60, for example, when the rider is pedaling the pedals 20 so that the crankshaft rotation speed C1 is equal to or higher than the first crankshaft rotation speed CX1, the motor 40 can suitably assist the propulsion of the human-powered vehicle 10 in a state in which the acceleration A1 is equal to or lower than the first acceleration AX1 and the drive wheel rotation speed W1 is equal to or higher than the first drive wheel rotation speed WX1.

[0110] <Second embodiment> A control device 60 of the second embodiment will be described with reference to Figures 1, 2, and 6. The control device 60 of the second embodiment is similar to the control device 60 of the first embodiment, except for the process in which the control unit 62 switches the control state. Configurations common to the first embodiment are given the same reference numerals as in the first embodiment, and duplicated descriptions will be omitted.

[0111] The predetermined acceleration range includes, for example, a range having the second acceleration AX2 as a lower limit. The predetermined rotational speed range includes, for example, a range having the second driving wheel rotational speed WX2 as an upper limit. The control unit 62 is configured to switch the control state to the second control state when, for example, the acceleration A1 is equal to or greater than the second acceleration AX2 and the driving wheel rotational speed W1 is equal to or less than the second driving wheel rotational speed WX2.

[0112] The second control state of the present embodiment includes both the second shift suppression control state and the assist suppression control state. The second control state of the present embodiment may include only one of the second shift suppression control state and the assist suppression control state.

[0113] The control unit 62 of this embodiment is configured to switch the control state from the second control state to the first control state, for example, when a third predetermined condition is satisfied. The third predetermined condition is, for example, a condition related to at least one of the acceleration A1, the vehicle speed of the human-powered vehicle 10, the driving wheel rotation speed W1, and the elapsed time since the control state was switched to the second control state. The control unit 62 is configured to switch the control state from the second control state to the first control state, for example, when the acceleration A1 is equal to or greater than the second acceleration AX2 in the second control state. The control unit 62 is configured to switch the control state from the second control state to the first control state, for example, when the vehicle speed of the human-powered vehicle 10 becomes equal to or greater than a predetermined speed in the second control state. The control unit 62 is configured to switch the control state from the second control state to the first control state, for example, when the driving wheel rotation speed W1 is equal to or greater than a predetermined crankshaft rotation speed in the second control state. The control unit 62 is configured to switch the control state from the second control state to the first control state, for example, when a predetermined period of time has elapsed since the control state was switched to the second control state.

[0114] The process of switching the control state by the control unit 62 will be described with reference to Fig. 6. When power is supplied to the control unit 62, the control unit 62 starts the process and proceeds to step S41 of the flowchart shown in Fig. 6. When the flowchart of Fig. 6 ends, the control unit 62 repeats the process from step S41 after a predetermined period until the supply of power is stopped.

[0115] In step S41, the control unit 62 determines whether the control state is the first control state. If the control state is the first control state, the control unit 62 proceeds to step S42. If the control state is not the first control state, the control unit 62 ends the process.

[0116] In step S42, the control unit 62 determines whether the acceleration A1 is equal to or greater than the second acceleration AX2. If the acceleration A1 is equal to or greater than the second acceleration AX2, the control unit 62 proceeds to step S43. If the acceleration A1 is not equal to or greater than the second acceleration AX2, the control unit 62 ends the process.

[0117] In step S43, the control unit 62 determines whether the drive wheel rotation speed W1 is equal to or less than the second drive wheel rotation speed WX2. If the drive wheel rotation speed W1 is equal to or less than the second drive wheel rotation speed WX2, the control unit 62 proceeds to step S44. If the drive wheel rotation speed W1 is not equal to or less than the second drive wheel rotation speed WX2, the control unit 62 ends the process.

[0118] After switching the control state from the first control state to the second control state in step S44, the control unit 62 proceeds to step S45. The second control state in this embodiment includes both the second shift suppression control state and the assist suppression control state.

[0119] In step S45, the control unit 62 determines whether or not a third predetermined condition is satisfied. If the third predetermined condition is satisfied, the control unit 62 proceeds to step S46. In step S46, the control unit 62 switches the control state from the second control state to the first control state, and then ends the process. If the third predetermined condition is not satisfied, the control unit 62 repeats the process of step S45.

[0120] When the acceleration A1 is equal to or greater than the second acceleration AX2 and the drive wheel rotation speed W1 is equal to or less than the second drive wheel rotation speed WX2, there is a possibility that the drive wheel 14A is locked. The control unit 62 of this embodiment selects the second shift suppression control state and the assist suppression control state when there is a possibility that the drive wheel 14A is locked. When there is a possibility that the drive wheel 14A is locked, the control device 60 of this embodiment suppresses the operation of the transmission 36 so that the gear ratio R becomes smaller by increasing the human torque T1. Furthermore, when there is a possibility that the drive wheel 14A is locked, the control device 60 of this embodiment suppresses the output of the motor 40 from becoming large.

[0121] <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 a combination of at least two modified examples that are not mutually contradictory. In the modified examples below, parts that are common to the embodiments are given the same reference numerals as the embodiments, and their explanations are omitted.

[0122] In a first modification of the first embodiment, the control unit 62 may be configured to switch the control state to a third control state when the acceleration A1 is equal to or less than the first acceleration AX1 and the drive wheel rotation speed W1 is equal to or greater than the first drive wheel rotation speed WX1. The third control state in this modification includes a first shift suppression control state and an assist increase control state. In this modification, the control unit 62 is configured to switch to the third control state regardless of the duration D1 of the state in which the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1. The process of switching the control state by the control unit 62 of this modified example will be described with reference to Fig. 7. Steps S21 to S24 in Fig. 7 are the same as steps S21 to S24 in Fig. 4. Steps S30 and S31 in Fig. 7 are the same as steps S30 and S31 in Fig. 5. Descriptions of steps common to the first embodiment will be omitted. In step S25, the control unit 62 determines whether the manual torque T1 is equal to or less than the first torque TX1. If the manual torque T1 is equal to or less than the first torque TX1, the control unit 62 proceeds to step S26X. If the manual torque T1 is not equal to or less than the first torque TX1, the control unit 62 ends the process. In step S26X, the control section 62 switches the control state from the first control state to the third control state of this modified example, and then proceeds to step S30. The control device 60 of this modified example can assist the running of the human-powered vehicle 10 without waiting for the first duration period DX1 to elapse, so that the rider can continue pedaling suitably, even if there is a risk that the drive wheel 14A is slipping.

[0123] In a second modified example of the first embodiment, the control unit 62 may be configured to switch the control state after the first duration DX1 has elapsed when the acceleration A1 is equal to or less than the first acceleration AX1 and the drive wheel rotation speed W1 is equal to or greater than the first drive wheel rotation speed WX1. For example, when the acceleration A1 is equal to or less than the first acceleration AX1, the drive wheel rotation speed W1 is equal to or greater than the first drive wheel rotation speed WX1, and the duration D1 is shorter than the first duration DX1, the control unit 62 switches the control state to the second control state. The second control state of this modified example includes the first shift suppression control state and the assist suppression control state. For example, when the acceleration A1 is equal to or less than the first acceleration AX1, the drive wheel rotation speed W1 is equal to or greater than the first drive wheel rotation speed WX1, and the duration D1 is equal to or greater than the first duration DX1, the control unit 62 switches the control state to the third control state. The third control state of this modified example includes the first shift suppression control state and the assist increase control state. The control unit 62 of this modified example is configured to switch the control state from the second control state to the first control state, for example, when a fourth predetermined condition is satisfied. The fourth predetermined condition is, for example, a condition related to at least one of the crankshaft rotation speed C1, the vehicle speed of the human-powered vehicle 10, the human-powered torque T1, the attitude of the human-powered vehicle 10, and the elapsed time since the control state was switched to the second control state. The control unit 62 is configured to switch the control state from the second control state to the first control state, when the duration D2 during which the crankshaft rotation speed C1 is less than the second crankshaft rotation speed CX2 in the second control state is the second duration DX2. The control unit 62 is configured to switch the control state from the second control state to the first control state, when the vehicle speed of the human-powered vehicle 10 becomes equal to or lower than a predetermined speed in the second control state. The control unit 62 is configured to switch the control state from the second control state to the first control state when the human-powered torque T1 is equal to or greater than the second torque TX2 in the second control state. The control unit 62 is configured to switch the control state from the second control state to the first control state when the roll angle of the human-powered vehicle 10 is equal to or greater than a predetermined roll angle in the second control state. The control unit 62 is configured to switch the control state from the second control state to the first control state when a period of time has elapsed since the control state was switched to the second control state is equal to or greater than a predetermined period of time in the second control state. The process in which the control unit 62 of this modified example switches the control state will be described with reference to Fig. 8. In Fig. 8, the process from step S21 to step S24 after the process starts is omitted. The process from step S21 to step S24 omitted in Fig. 8 is the same as the process from step S21 to step S24 in Fig. 4. Moreover, the process from step S29 to step S31 in Fig. 8 is the same as the process from step S29 to step S31 in Fig. 5. Descriptions of steps common to the first embodiment will be omitted. In step S25, the control unit 62 determines whether the manual torque T1 is equal to or less than the first torque TX1. If the manual torque T1 is equal to or less than the first torque TX1, the control unit 62 proceeds to step S27X. If the manual torque T1 is not equal to or less than the first torque TX1, the control unit 62 ends the process. In step S27X, the control unit 62 determines whether or not the judgment period has elapsed. In this modified example, the control unit 62 is configured to measure the period that has elapsed since the processing of step S27X was started. The control unit 62 determines that the judgment period has elapsed if the period that has elapsed since the processing of step S27 was started is equal to or greater than the judgment period. If the judgment period has elapsed, the control unit 62 proceeds to step S28. If the judgment period has not elapsed, the control unit 62 repeats the processing of step S27. In step S28, the control unit 62 judges whether the duration D1 during which the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1 is equal to or greater than the first duration DX1. In this modified example, the control unit 62 judges whether the duration D1 during the judgment period of step S27X is equal to or greater than the first duration DX1 in step S28. If the duration D1 during which the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1 is equal to or greater than the first duration DX1, the control unit 62 proceeds to step S29. If the duration D1 during which the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1 is not equal to or greater than the first duration DX1, the control unit 62 proceeds to step S32X. In step S32X, the control section 62 switches the control state from the first control state to the second control state of this modified example, and then proceeds to step S33X. In step S33X, the control unit 62 determines whether or not a fourth predetermined condition is satisfied. If the fourth predetermined condition is satisfied, the control unit 62 proceeds to step S34. In step S34, the control unit 62 switches the control state from the second control state to the first control state, and then ends the process. If the fourth predetermined condition is not satisfied, the control unit 62 repeats the process of step S33X. In this modification, when there is a possibility that the drive wheel 14A is slipping, the control state is switched after the first duration period DX1 has elapsed. Therefore, the control device 60 of this modification can switch the control state depending on whether the rider wants to continue pedaling when there is a possibility that the drive wheel 14A is slipping.

[0124] In a third modified example of the first embodiment, the control unit 62 may be configured to determine whether to switch the control state after the first duration DX1 has elapsed when the acceleration A1 is equal to or less than the first acceleration AX1 and the drive wheel rotation speed W1 is equal to or more than the first drive wheel rotation speed WX1. For example, when the acceleration A1 is equal to or less than the first acceleration AX1, the drive wheel rotation speed W1 is equal to or more than the first drive wheel rotation speed WX1, and the duration D1 is shorter than the first duration DX1, the control unit 62 switches the control state to the second control state. The second control state in this modified example includes the first shift suppression control state and the assist suppression control state. For example, when the acceleration A1 is equal to or less than the first acceleration AX1, the drive wheel rotation speed W1 is equal to or more than the first drive wheel rotation speed WX1, and the duration D1 is equal to or more than the first duration DX1, the control unit 62 maintains the control state in the first control state. The process of switching the control state by the control unit 62 of this modified example will be described with reference to Fig. 9. The process from step S21 to step S24 is omitted in Fig. 9. The process from step S21 to step S24 omitted in Fig. 9 is the same as the process from step S21 to step S24 in Fig. 4. Moreover, the process of step S34 in Fig. 9 is the same as the process of step S34 in Fig. 5. Descriptions of steps common to the first embodiment will be omitted. In step S25, the control unit 62 determines whether the manual torque T1 is equal to or less than the first torque TX1. If the manual torque T1 is equal to or less than the first torque TX1, the control unit 62 proceeds to step S27X. If the manual torque T1 is not equal to or less than the first torque TX1, the control unit 62 ends the process. In step S27X, the control unit 62 determines whether or not the judgment period has elapsed. In this modified example, the control unit 62 is configured to measure the period that has elapsed since the processing of step S27X was started. The control unit 62 determines that the judgment period has elapsed if the period that has elapsed since the processing of step S27 was started is equal to or greater than the judgment period. If the judgment period has elapsed, the control unit 62 proceeds to step S28. If the judgment period has not elapsed, the control unit 62 repeats the processing of step S27. In step S28, the control unit 62 judges whether the duration D1 during which the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1 is equal to or greater than the first duration DX1. In this modified example, in step S28, the control unit 62 judges whether the duration D1 during the judgment period of step S27X is equal to or greater than the first duration DX1. If the duration D1 during which the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1 is equal to or greater than the first duration DX1, the control unit 62 ends the process. If the duration D1 during which the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1 is not equal to or greater than the first duration DX1, the control unit 62 proceeds to step S32X. In step S32X, the control section 62 switches the control state from the first control state to the second control state of this modified example, and then proceeds to step S33X. In step S33X, the control unit 62 determines whether or not a fourth predetermined condition is satisfied. If the fourth predetermined condition is satisfied, the control unit 62 proceeds to step S34. In step S34, the control unit 62 switches the control state from the second control state to the first control state, and then ends the process. If the fourth predetermined condition is not satisfied, the control unit 62 repeats the process of step S33X. Note that the fourth predetermined condition in this modified example is the same as the fourth predetermined condition in the second modified example. In this modified example, even if there is a possibility that the drive wheel 14A is slipping, if the rider wants to continue pedaling, the control state is not switched to the shift suppression control state or the assist change control state. Therefore, the control device 60 of this modified example can switch the control state depending on whether the rider wants to continue pedaling when there is a possibility that the drive wheel 14A is slipping.

[0125] In the fourth modification of the first embodiment, the second control state may include the first shift suppression control state and the assist suppression control state, and the third control state may include the first shift suppression control state and the assist increase control state. In this modified example, the control unit 62 increases the output of the motor 40 in accordance with the amount of decrease in the manual torque T1 in the current third control state, relative to the manual torque T1 in the first control state before the control state is switched to the third control state. For example, in the third control state, the control unit 62 may increase the output of the motor 40 so that the sum of the manual torque T1 and the output torque of the motor 40 becomes a predetermined torque. In this modification, when there is a possibility that the drive wheels 14A are slipping, the control state is quickly switched to the first shift suppression control state and the assist suppression control state. Therefore, the control device 60 of this modification can control the transmission 36 and the motor 40 so that operation is suppressed when there is a possibility that the drive wheels 14A are slipping.

[0126] In the first embodiment, the first control state may include at least one of a shift suppression control state and an assist change control state.

[0127] In the first embodiment, the third control state may be configured as the same control state as any one of the first control state and the second control state. When the third control state is the same control state as the first control state, the third control state is a control state different from the second control state. When the third control state is the same control state as the second control state, the third control state is a control state different from the first control state. When the third control state is the same control state as the second control state, the control unit 62 may be configured to be able to directly switch the control state from the first control state to the third control state.

[0128] In the first embodiment, the fourth control state may be configured to be the same as either the first control state or the second control state. When the fourth control state is the same as the second control state, the control unit 62 may be configured to be able to directly switch the control state from the first control state to the fourth control state.

[0129] In the first embodiment, the control unit 62 may be configured to switch the control state from the first control state to the second control state in response to the increase in the pitch angle P1 instead of the magnitude of the pitch angle P1. In this modification, the control unit 62 is configured to switch the control state to the second control state when the acceleration A1 is equal to or less than the first acceleration AX1, the driving wheel rotation speed W1 is equal to or greater than the first driving wheel rotation speed WX1, and the increase in the pitch angle P1 is equal to or greater than the first pitch angle increase. The control unit 62 obtains the increase in the pitch angle P1 by, for example, comparing the pitch angle P1 before the acceleration A1 is equal to or less than the first acceleration AX1 and the driving wheel rotation speed W1 is equal to or greater than the first driving wheel rotation speed WX1 with the pitch angle P1 when the acceleration A1 is equal to or less than the first acceleration AX1 and the driving wheel rotation speed W1 is equal to or greater than the first driving wheel rotation speed WX1. In this modification, the control unit 62 determines whether the increase in the pitch angle P1 is equal to or greater than the first pitch angle increase in step S24 of FIG. 4. The control unit 62 acquires the pitch angle P1 in step S24, for example. The control unit 62 acquires the increase amount of the pitch angle P1 by comparing the pitch angle P1 before starting the process of FIG. 4 with the pitch angle P1 in step S24, for example.

[0130] In the first embodiment, the control unit 62 may be configured to switch the control state from the first control state to the second control state in response to the amount of decrease in the manual torque T1 instead of the magnitude of the manual torque T1. The control unit 62 obtains the amount of decrease in the manual torque T1 by, for example, comparing the manual torque T1 before the acceleration A1 is equal to or less than the first acceleration AX1 and the driving wheel rotation speed W1 is equal to or more than the first driving wheel rotation speed WX1 with the manual torque T1 when the acceleration A1 is equal to or less than the first acceleration AX1 and the driving wheel rotation speed W1 is equal to or more than the first driving wheel rotation speed WX1. In this modification, the control unit 62 is configured to switch the control state to the second control state when the acceleration A1 is equal to or less than the first acceleration AX1, the driving wheel rotation speed W1 is equal to or more than the first driving wheel rotation speed WX1, and the amount of decrease in the manual torque T1 is equal to or more than the first torque decrease amount. In this modification, the control unit 62 determines whether or not the amount of decrease in the manual driving force is equal to or more than the first torque decrease amount in step S25 of FIG. 4. The control unit 62 obtains the amount of decrease in the manual torque T1, for example, by comparing the manual torque T1 before starting the process of FIG. 4 with the manual torque T1 in step S25.

[0131] In the first embodiment, the control unit 62 may be configured to switch the control state regardless of the pitch angle P1. In this modification, the process of step S24 in FIG.

[0132] In the first embodiment, the control unit 62 may be configured to switch the control state regardless of the manual torque T1. In this modification, the process of step S25 in FIG.

[0133] In the first embodiment, the control unit 62 may be configured to switch the control state regardless of the crankshaft rotation speed C1. In this modification, the processes of steps S28, S32, S33, and S34 in FIG. 5 may be omitted.

[0134] In the first embodiment, the control unit 62 may be configured to determine whether or not the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1, regardless of the duration D1. The control unit 62 of this modified example is configured to determine that the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1, when the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1, regardless of the duration D1. The control unit 62 of this modified example may determine in step S28 whether or not the crankshaft rotation speed C1 is equal to or greater than the first crankshaft rotation speed CX1 when starting the process of step S28.

[0135] In the first embodiment, the gear shift inhibiting control state may include at least one of a first gear shift inhibiting control state and a second gear shift inhibiting control state. In the first embodiment, when the gear shift inhibiting control state includes the second gear shift inhibiting control state, the gear shifting operation of the transmission 36 is inhibited when there is a risk of the drive wheels 14A slipping, which contributes to favorable running of the human-powered vehicle 10.

[0136] In the first embodiment, the range having the first acceleration AX1 as its upper limit may be set to a predetermined acceleration A1 as its lower limit, and the range having the first driving wheel rotation speed WX1 as its lower limit may be set to a predetermined driving wheel rotation speed W1 as its upper limit.

[0137] In the second embodiment, the range having the second acceleration AX2 as its lower limit may be set to a predetermined acceleration A1 as its upper limit, and the range having the second drive wheel rotation speed WX2 as its upper limit may be set to a predetermined drive wheel rotation speed W1 as its lower limit.

[0138] In the second embodiment, the gear shift inhibiting control state may include at least one of a first gear shift inhibiting control state and a second gear shift inhibiting control state. In the second embodiment, when the gear shift inhibiting control state includes the first gear shift inhibiting control state, the gear shifting operation of the transmission 36 is inhibited when there is a risk of the drive wheels 14A being locked, which contributes to favorable running of the human-powered vehicle 10.

[0139] The control unit 62 may be configured to execute both the control shown in Figures 4 and 5 in the first embodiment and the control shown in Figure 6 in the second embodiment. The second acceleration AX2 is set to be larger than the first acceleration AX1, for example. The second driving wheel rotation speed WX2 is set to be smaller than the first driving wheel rotation speed WX1, for example.

[0140] The control unit 62 may be configured to control only one of the transmission 36 and the motor 40. When the control unit 62 is configured to control only the transmission 36, the human-powered vehicle 10 does not need to include the motor 40. When the control unit 62 is configured to control only the motor 40, the human-powered vehicle 10 does not need to include the transmission 36, and may be equipped with a manual transmission.

[0141] 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. [Explanation of symbols]

[0142] 10... human-powered vehicle, 12A... crankshaft, 14A... driving wheel, 36... transmission, 40... motor, 60... control device, 62... control unit.

Claims

1. A control device for a human-powered vehicle, a transmission that changes a gear ratio, which is a ratio of a drive wheel rotation speed of a drive wheel of the human-powered vehicle to a crankshaft rotation speed of a crankshaft of the human-powered vehicle, and a control unit that is configured to control at least one of a motor that provides a propulsive force to the human-powered vehicle, the control unit is configured to switch a control state from a first control state to a second control state when an acceleration of the human-powered vehicle is within a predetermined acceleration range and the drive wheel rotation speed is within a predetermined rotation speed range, The second control state is Different from the first control state, The control unit includes at least one of a shift suppression control state in which the control unit controls the transmission to suppress a change in the gear ratio, and an assist change control state in which the control unit controls the motor to change an output of the motor, A control device, wherein the assist change control state includes either an assist suppression control state in which the control unit controls the motor to suppress the output of the motor, or an assist increase control state in which the control unit controls the motor to increase the output of the motor.

2. the predetermined acceleration range includes a range having a first acceleration as an upper limit value, the predetermined rotation speed range includes a range having a first drive wheel rotation speed as a lower limit value, The control device according to claim 1 , wherein the control unit is configured to switch the control state to the second control state when the acceleration is equal to or less than the first acceleration and the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed.

3. 3. The control device according to claim 2, wherein the control unit is configured to switch the control state to the second control state in accordance with a pitch angle of the human-powered vehicle when the acceleration is equal to or less than the first acceleration and the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed.

4. 4. The control device according to claim 3, wherein the control unit is configured to switch the control state to the second control state when the acceleration is equal to or less than the first acceleration, the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, and the pitch angle is equal to or greater than a first pitch angle.

5. 4. The control device according to claim 3, wherein the control unit is configured to switch the control state to the second control state when the acceleration is equal to or less than the first acceleration, the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, and the increase in the pitch angle is equal to or greater than a first pitch angle increase.

6. 3. The control device according to claim 2, wherein the control unit is configured to switch the control state to the second control state in response to a manual torque input to the crankshaft when the acceleration is equal to or less than the first acceleration and the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed.

7. 7. The control device according to claim 6, wherein the control unit is configured to switch the control state to the second control state when the acceleration is equal to or less than the first acceleration, the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, and the reduction amount of the human-powered torque is equal to or greater than a first torque reduction amount.

8. 7. The control device according to claim 6, wherein the control unit is configured to switch the control state to the second control state when the acceleration is equal to or less than the first acceleration, the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, and the human-powered torque is equal to or less than a first torque.

9. the control unit is configured to switch the control state to a third control state when the acceleration is equal to or less than the first acceleration, the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, and the crankshaft rotation speed is equal to or greater than a first crankshaft rotation speed, The control device according to claim 2 , wherein the third control state is different from the assist suppression control state.

10. The control device according to claim 9, wherein the control unit is configured to switch the control state to the assist suppression control state when the acceleration is equal to or less than the first acceleration, the drive wheel rotational speed is equal to or greater than the first drive wheel rotational speed, and the crankshaft rotational speed is less than the first crankshaft rotational speed.

11. 10. The control device according to claim 9, wherein the control unit is configured to switch the control state to the third control state when the acceleration is equal to or less than the first acceleration, the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, a pitch angle of the human-powered vehicle is equal to or greater than a first pitch angle, a human-powered torque input to the crankshaft is equal to or less than a first torque, and the crankshaft rotation speed is equal to or greater than the first crankshaft rotation speed.

12. 10. The control device according to claim 9, wherein the control unit is configured to switch the control state to the third control state when a duration of a state in which the acceleration is equal to or less than the first acceleration, the drive wheel rotation speed is equal to or greater than the first drive wheel rotation speed, and the crankshaft rotation speed is equal to or greater than the first crankshaft rotation speed is equal to or greater than a first duration.

13. The control device according to claim 9 , wherein the third control state includes the assist increasing control state.

14. The control device according to claim 13, wherein in the assist increase control state, the control section controls an output of the motor so as to compensate for a decrease in a human torque input to the crankshaft.

15. The control device according to claim 9 , wherein the third control state includes the shift suppression control state.

16. The control device according to claim 1 , wherein the shift suppression control state includes a first shift suppression control state in which the transmission is controlled to suppress a change that increases the gear ratio.

17. 17. The control device according to claim 16, wherein the control unit is configured to control the transmission so as to suppress a change that increases the gear ratio, and to control the transmission so as not to suppress a change that decreases the gear ratio, in the first gear shift suppression control state.

18. The control unit is configured to control the transmission to change the gear ratio in response to a comparison between a gear shift parameter related to the human-powered vehicle and a threshold value; The control device according to claim 16, configured to control the transmission so as to suppress a change in the gear ratio by changing the threshold value in the shift suppression control state.

19. the shifting parameters include the crankshaft rotation speed; the threshold value includes a first threshold value; The control unit is When the crankshaft rotation speed becomes greater than the first threshold value, the transmission is controlled to increase the gear ratio, The control device according to claim 18 , wherein the control device is configured to increase the first threshold value in the first shift suppression control state.

20. the predetermined acceleration range includes a range having the second acceleration as a lower limit value, the predetermined rotation speed range includes a range having the second drive wheel rotation speed as an upper limit value, The control device according to claim 1 , wherein the control unit is configured to switch the control state to the second control state when the acceleration is equal to or greater than the second acceleration and the drive wheel rotation speed is equal to or less than the second drive wheel rotation speed.

21. The control device according to claim 20 , wherein the shift suppression control state includes a second shift suppression control state in which the transmission is controlled to suppress a change that reduces the gear ratio.

22. 22. The control device according to claim 21, wherein the control unit is configured to control the transmission so as to suppress a change that reduces the gear ratio in the second shift suppression control state, and to control the transmission so as not to suppress a change that increases the gear ratio.

23. The control unit is configured to control the transmission to change the gear ratio in response to a comparison between a gear shift parameter related to the human-powered vehicle and a threshold value; The control device according to claim 21 , configured to control the transmission so as to inhibit a change in the gear ratio by changing the threshold value in the shift suppression control state.

24. the shifting parameters include the crankshaft rotation speed; the threshold value includes a second threshold value, The control unit is When the crankshaft rotation speed becomes smaller than the second threshold value, the transmission is controlled to reduce the gear ratio, The control device according to claim 23, wherein the control device is configured to reduce the second threshold value in the second shift suppression control state.

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