Control device for human-powered vehicle

Abstract

To provide a control device for a human-powered vehicle that can appropriately control components of the human-powered vehicle.SOLUTION: A control device for a human powered vehicle comprises a control part that is configured to control a speed change gear which changes a change gear ratio that is a ratio of wheel rotation speed of a driving wheel of the human-powered vehicle to crank rotation speed of a crank shaft of the human-powered vehicle. The control part is configured to control the speed change gear so that a first speed change in which the change gear ratio becomes larger is suppressed, when variations in pitch which are variations of a pitch angle of the human-powered vehicle are above first variations.SELECTED DRAWING: Figure 2

Description

Technical Field

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

Background Art

[0002] The control device disclosed in Patent Document 1 is configured to control at least one of, for example, a transmission that changes a gear ratio of a human-powered vehicle and a drive unit including a motor configured to apply a driving force to the human-powered vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] One object of the present disclosure is to provide a control device that can suitably control components for a human-powered vehicle.

Means for Solving the Problems

[0005] A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, comprising a control unit configured to control a transmission that changes a gear ratio, which is a ratio of a wheel rotation speed of a drive wheel of the human-powered vehicle to a crank rotation speed of a crankshaft of the human-powered vehicle. When a pitch change amount, which is a change amount of a pitch angle of the human-powered vehicle, is equal to or greater than a first change amount, the control unit is configured to control the transmission so as to suppress a first shift in which the gear ratio increases. According to the control device of the first aspect, when the pitch change amount is equal to or greater than the first change amount, the control unit can suppress an increase in the load on the rider due to the first shift. Therefore, the control unit can suitably control components for a human-powered vehicle.

[0006] In a control device for a second aspect according to a first aspect of the present disclosure, when the pitch change amount is equal to or greater than the first change amount, the control unit suppresses the first shift and controls the transmission so as not to suppress a second shift in which the gear ratio becomes smaller. According to the control device for the second aspect, when the pitch change amount is equal to or greater than the first change amount, the control unit can suppress an increase in the load on the rider due to the first shift. According to the control device for the second aspect, when the pitch change amount is equal to or greater than the first change amount, since the second shift is performed in the same manner as when the second shift is not suppressed, a reduction in the load on the rider due to the second shift is not suppressed.

[0007] In a control device for a third aspect according to a second aspect of the present disclosure, the control unit is configured to control the transmission to change the gear ratio according to at least one of the crank rotation speed, the input driving force input to the crankshaft, and the vehicle speed of the human-powered vehicle. According to the control device for the third aspect, the control unit can change to a suitable gear ratio according to at least one of the crank rotation speed, the input driving force, and the vehicle speed.

[0008] In a control device for a fourth aspect according to a third aspect of the present disclosure, the control unit is configured to control the transmission to change the gear ratio based on a comparison between at least one of the crank rotation speed, the input driving force, and the vehicle speed and a threshold value, and when the pitch change amount is equal to or greater than the first change amount, the control unit is configured to suppress the first shift by changing the threshold value so as to increase. According to the control device for the fourth aspect, when the pitch change amount is equal to or greater than the first change amount, the control unit can suppress the first shift by changing the threshold value.

[0009] In a control device for a fifth aspect according to a third aspect of the present disclosure, when the pitch change amount is equal to or greater than the first change amount, the control unit is configured not to execute the first shift regardless of at least one of the crank rotation speed, the input driving force, and the vehicle speed. According to the control device of the fifth aspect, since the control unit does not execute the first shift when the pitch change amount is greater than or equal to the first change amount, it is possible to more preferably suppress an increase in the load on the rider.

[0010] In the control device of the sixth aspect according to any one of the first to fifth aspects of the present disclosure, the control unit is configured to control the transmission so as to suppress the first shift when the pitch change amount is greater than or equal to the first change amount and the crank rotation speed change amount, which is the change amount of the crank rotation speed, is greater than or equal to a predetermined crank rotation speed change amount. According to the control device of the sixth aspect, the control unit can suppress an increase in the load on the rider due to the first shift when the pitch change amount is greater than or equal to the first change amount and the crank rotation speed change amount is greater than or equal to a predetermined crank rotation speed change amount.

[0011] In the control device of the seventh aspect according to any one of the first to sixth aspects of the present disclosure, the control unit is configured to control the transmission so as to suppress the first shift when the pitch change amount is greater than or equal to the first change amount and the input driving force input to the crankshaft is greater than or equal to a predetermined input driving force. According to the control device of the seventh aspect, the control unit can suppress an increase in the load on the rider due to the first shift when the pitch change amount is greater than or equal to the first change amount and the input driving force is greater than or equal to a predetermined input driving force.

[0012] In the control device of the eighth aspect according to any one of the first to seventh aspects of the present disclosure, the control unit is configured to control the transmission so as to suppress the first shift when the pitch change amount is greater than or equal to the first change amount and the vehicle speed of the power-driven vehicle is greater than or equal to a predetermined vehicle speed. According to the control device of the eighth aspect, the control unit can suppress an increase in the load on the rider due to the first shift when the pitch change amount is greater than or equal to the first change amount and the vehicle speed is greater than or equal to a predetermined vehicle speed.

[0013] In the control device according to the ninth aspect of any one of the first to eighth aspects of the present disclosure, when the pitch angle increases and the pitch change amount is greater than or equal to the first change amount, the control unit is configured to control the transmission device so as to suppress the first shift. According to the control device of the ninth aspect, when the pitch angle increases and the pitch change amount is greater than or equal to the first change amount, the control unit can suppress an increase in the load of the lidar due to the first shift.

[0014] In the control device according to the tenth aspect of any one of the first to ninth aspects of the present disclosure, when the pitch angle decreases and the pitch change amount is greater than or equal to the first change amount, the control unit is configured to control the transmission device so as to suppress the first shift. According to the control device of the tenth aspect, when the pitch angle decreases and the pitch change amount is greater than or equal to the first change amount, the control unit can suppress an increase in the load of the lidar due to the first shift.

[0015] In the control device according to the eleventh aspect of any one of the first to tenth aspects of the present disclosure, the control unit is configured to control a motor configured to apply a driving force to the human-powered vehicle. When the inclination change amount, which is the change amount of the inclination angle of the human-powered vehicle, is greater than or equal to the second change amount, at least one of the assist ratio, which is the ratio of the output of the motor to the human driving force input to the crankshaft, the upper limit value of the output of the motor, and the output of the motor is configured to be reduced. According to the control device of the eleventh aspect, when the inclination change amount is greater than or equal to the second change amount, the control unit can reduce at least one of the assist ratio, the upper limit value of the output of the motor, and the output of the motor.

[0016] In the control device according to the twelfth aspect of the eleventh aspect of the present disclosure, the inclination angle includes the pitch angle, the inclination change amount includes the pitch change amount, and when the pitch change amount is greater than or equal to the second change amount, the control unit is configured to reduce at least one of the assist ratio, the upper limit value, and the output of the motor. According to the control device of the 12th aspect, when the pitch change amount is greater than or equal to the second change amount, the control unit can reduce at least one of the assist ratio, the upper limit value of the motor output, and the motor output.

[0017] In the control device of the 13th aspect according to the 11th or 12th aspect of the present disclosure, the second change amount is the first change amount. According to the control device of the 13th aspect, when the pitch change amount is greater than or equal to the first change amount, the control unit can suppress the first speed change and reduce at least one of the assist ratio, the upper limit value of the motor output, and the motor output.

[0018] In the control device of the 14th aspect according to any one of the 1st to 13th aspects of the present disclosure, the control unit is configured to calculate the pitch angle based on the outputs of a first detection unit capable of detecting the pitch angle and a second detection unit different from the first detection unit and capable of detecting the pitch angle. According to the control device of the 14th aspect, the control unit can preferably calculate the pitch angle.

[0019] In the control device of the 15th aspect according to the 14th aspect of the present disclosure, the first detection unit includes an acceleration sensor. According to the control device of the 15th aspect, the pitch angle can be preferably calculated based on the output of the acceleration sensor.

[0020] In the control device of the 16th aspect according to the 14th or 15th aspect of the present disclosure, the second detection unit includes a gyro sensor. According to the control device of the 16th aspect, the pitch angle can be preferably calculated based on the output of the gyro sensor.

[0021] The control device according to the 17th aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle including a transmission that changes a gear ratio, which is a ratio of the wheel rotation speed of the drive wheels of the human-powered vehicle to the crank rotation speed of the crankshaft of the human-powered vehicle, a motor configured to apply a driving force to the human-powered vehicle, a first detection unit including an acceleration sensor, and a second detection unit including a gyro sensor, and comprising a control unit configured to control at least one of the transmission and the motor, the control unit calculating an inclination angle of the human-powered vehicle based on outputs of the first detection unit and the second detection unit, and when an inclination change amount, which is a change amount of the inclination angle, is equal to or greater than a third change amount, suppressing a first shift in which the gear ratio increases, reducing an assist ratio, which is a ratio of the output of the motor to the human driving force input to the crankshaft, reducing an upper limit value of the output of the motor, and reducing the output of the motor, and being configured to execute at least one of these operations. According to the control device of the 17th aspect, when the pitch change amount is equal to or greater than the third change amount, the control unit can suppress an increase in the load of the rider due to the first shift, and can reduce at least one of the assist ratio, the upper limit value of the output of the motor, and the output of the motor. Therefore, the control unit can suitably control components for a human-powered vehicle.

[0022] In the control device of the 18th aspect according to the 17th aspect of the present disclosure, the acceleration sensor is configured to detect an acceleration related to a first axis of the human-powered vehicle, the gyro sensor is configured to detect an angular velocity related to a second axis of the human-powered vehicle, the second axis is orthogonal to the first axis, and the control unit is configured to calculate the inclination change amount based on an estimated value of the inclination angle calculated based on the acceleration detected by the acceleration sensor and the angular velocity detected by the gyro sensor. According to the control device of the 18th aspect, the control unit can suitably calculate the inclination change amount based on the estimated value of the inclination angle by the acceleration and the angular velocity.

[0023] In the control device of the 19th aspect according to the 18th aspect of the present disclosure, the inclination angle includes the pitch angle of the human-powered vehicle, the inclination change amount includes the pitch change amount of the pitch angle, and the control unit is based on the estimated value of the pitch angle calculated based on the acceleration detected by the acceleration sensor and the angular velocity detected by the gyro sensor. And configured to calculate the pitch change amount. According to the control device of the 19th aspect, the control unit can suitably calculate the pitch change amount based on the estimated value of the pitch angle by acceleration and the angular velocity.

[0024] In the control device of the 20th aspect according to any one of the 17th to 19th aspects of the present disclosure, when the inclination angle increases and the inclination change amount is equal to or greater than the third change amount, the control unit suppresses the first shift, reduces the assist ratio, and reduces the upper limit value. And configured to perform at least one of reducing the output of the motor. According to the control device of the 20th aspect, when the inclination angle increases and the inclination change amount is equal to or greater than the third change amount, the control unit can suppress an increase in the load of the rider due to the first shift, and the assist ratio, the upper limit value of the motor output, And at least one of the motor outputs can be reduced.

[0025] In the control device of the 21st aspect according to any one of the 17th to 20th aspects of the present disclosure, when the inclination angle decreases and the inclination change amount is equal to or greater than the third change amount, the control unit suppresses the first shift, reduces the assist ratio, and reduces the upper limit value. And configured to perform at least one of reducing the output of the motor. According to the control device of the 21st aspect, when the inclination angle decreases and the inclination change amount is equal to or greater than the third change amount, the control unit can suppress an increase in the load of the rider due to the first shift, and the assist ratio, the upper limit value of the motor output, And at least one of the motor outputs can be reduced.

Advantages of the Invention

[0026] The control device for a human-powered vehicle according to the present disclosure can suitably control components for a human-powered vehicle.

Brief Description of the Drawings

[0027]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Modes for Carrying Out the Invention

[0028] <First Embodiment> With reference to FIGS. 1 to 4, the control device 60 for a human-powered vehicle according to the first embodiment will be described.

[0029] The human-powered vehicle 10 has at least one wheel and is a vehicle that can be driven by at least human driving force. The human-powered vehicle 10 includes various types of bicycles such as, for example, mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbents. The number of wheels of the human-powered vehicle 10 is not limited. The human-powered vehicle 10 also includes, for example, unicycles and vehicles having two or more wheels. The human-powered vehicle 10 is not limited to a vehicle that can be driven only by human driving force. The human-powered vehicle 10 includes E-bikes that utilize the driving force of an electric motor in addition to human driving force. E-bikes include electric assist bicycles whose propulsion is assisted by an electric motor. Hereinafter, in each embodiment, the human-powered vehicle 10 will be described as a bicycle.

[0030] In this specification, the terms "front", "rear", "forward", "backward", "left", "right", "sideways", "upward", and "downward" indicating the following directions, as well as any other similar direction-indicating terms, refer to those directions determined with reference to a rider facing the handlebars at the reference position of the human-powered vehicle (for example, on the saddle or seat).

[0031] As shown in FIG. 1, the human-powered vehicle 10 includes, for example, a crank 12 to which human driving force is input. The human-powered vehicle 10 includes, for example, a wheel 14 and a vehicle body 16. The wheel 14 includes, for example, a drive wheel 14A and a driven wheel 14B. The drive wheel 14A is, for example, the rear wheel of the human-powered vehicle 10. The vehicle body 16 includes, for example, a frame 18. The crank 12 includes, for example, a crankshaft 12A rotatable with respect to the frame 18 and a pair of crank arms 12B respectively provided at the axial ends of the crankshaft 12A. A pair of pedals 20 are connected to each crank arm 12B. The drive wheel 14A is driven, for example, by the rotation of the crank 12. The drive wheel 14A is supported by the frame 18, for example.

[0032] The crank 12 is connected to the drive wheel 14A by, for example, a drive mechanism 22. The drive mechanism 22 includes, for example, a first rotating body 24 connected to a crankshaft 12A. The crankshaft 12A may be connected so as to rotate integrally with the first rotating body 24, 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, for example, when the crank 12 rotates forward. The first one-way clutch is configured to allow relative rotation between the crank 12 and the first rotating body 24, for example, 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.

[0033] The second rotating body 26 is connected to the drive wheel 14A, for example. The second rotating body 26 includes, for example, a sprocket, a pulley, or a bevel gear. In the power transmission path of the manually driven power, a second one-way clutch is provided, for example, between the second rotating body 26 and the drive wheel 14A. The second one-way clutch is configured to rotate the drive wheel 14A forward, for example, when the second rotating body 26 rotates forward. The second one-way clutch is configured to allow relative rotation between the second rotating body 26 and the drive wheel 14A, for example, when the second rotating body 26 rotates backward.

[0034] A driven wheel 14B is attached to the frame 18 via, for example, a front fork 30. The driven wheel 14B is, for example, the front wheel of the manually driven vehicle 10. A handlebar 34 is connected to the front fork 30 via a stem 32. In the present embodiment, the drive wheel 14A is connected to the crank 12 by a drive mechanism 22. At least one of the drive wheel 14A and the driven wheel 14B may be connected to the crank 12 by a drive mechanism 22.

[0035] The manually driven vehicle 10 includes, for example, a transmission 36, a motor 38, a first detection unit 40, and a second detection unit 42.

[0036] The transmission device 36 changes, for example, the gear ratio, which is the ratio of the wheel rotation speed of the drive wheel 14A of the human-powered vehicle 10 to the crank rotation speed of the crankshaft 12A of the human-powered vehicle 10. The transmission device 36 includes, for example, at least one of a front derailleur, a rear derailleur, and an internal transmission. When the transmission device 36 includes an internal transmission, the internal transmission is provided, for example, on the hub of the drive wheel 14A. The transmission device 36 is configured to be operated by, for example, the actuator 44. The actuator 44 includes, for example, an electric actuator. The actuator 44 includes, for example, an electric motor.

[0037] The motor 38 is configured to apply a driving force to the human-powered vehicle 10, for example. The motor 38 includes, for example, one or more electric motors. The motor 38 is configured to transmit rotation to at least one of, for example, the power transmission path of the human driving force from the pedal 20 to the drive wheel 14A and the driven wheel 14B. The power transmission path of the human driving force includes, for example, the drive wheel 14A. The motor 38 is provided on the frame 18, for example, and is configured to transmit the rotational force of the motor 38 to the first rotating body 24.

[0038] The human-powered vehicle 10 includes, for example, a drive unit. The drive unit includes, for example, the motor 38 and a housing. The motor 38 is provided in the housing, for example. The housing is provided on the frame 18, for example. The housing is detachably attached to the frame 18, for example. A third one-way clutch is provided, for example, in the power transmission path between the motor 38 and the crankshaft 12A. The third one-way clutch transmits the rotational force of the motor 38 to the first rotating body 24 and restricts the transmission of the rotational force of the crankshaft 12A to the motor 38. When the motor 38 is provided on at least one of the wheel axles of the drive wheel 14A and the driven wheel 14B, the motor 38 may include a hub motor.

[0039] The human-powered vehicle 10 includes, for example, an inclination angle detection unit. The inclination angle detection unit is configured to detect the road gradient of the road surface on which the human-powered vehicle 10 travels. The road gradient is calculated, for example, based on the inclination angle in the traveling direction of the human-powered vehicle 10. The road gradient corresponds to, for example, the inclination angle of the human-powered vehicle 10. The inclination angle detection unit includes, for example, a first detection unit 40 and a second detection unit 42. The inclination angle detection unit is electrically connected to the control unit 62, for example, by wire or wirelessly.

[0040] The first detection unit 40 includes, for example, an acceleration sensor 40A. The acceleration sensor 40A is configured to detect the acceleration of the human-powered vehicle 10, for example. The acceleration sensor 40A is electrically connected to the control unit 62, for example, by wire or wirelessly.

[0041] The acceleration sensor 40A is configured to detect the acceleration related to the first axis of the human-powered vehicle 10, for example. The first axis includes, for example, the longitudinal axis of the human-powered vehicle 10 in a state where the front and rear wheels of the human-powered vehicle 10 are in contact with the horizontal plane so that the human-powered vehicle 10 stands upright on the horizontal plane. The acceleration related to the first axis is, for example, the first acceleration.

[0042] The acceleration sensor 40A may be configured to detect at least one of the acceleration related to the second axis and the acceleration related to the third axis. The second axis is, for example, the lateral axis of the human-powered vehicle 10 in a state where the front and rear wheels of the human-powered vehicle 10 are in contact with the horizontal plane so that the human-powered vehicle 10 stands upright on the horizontal plane. The acceleration related to the second axis is, for example, the second acceleration. The third axis is, for example, the vertical axis of the human-powered vehicle 10 in a state where the front and rear wheels of the human-powered vehicle 10 are in contact with the horizontal plane so that the human-powered vehicle 10 stands upright on the horizontal plane. The acceleration related to the third axis is, for example, the third acceleration.

[0043] The second detection unit 42 includes, for example, a gyro sensor 42A. The gyro sensor 42A is configured to detect the angular velocity of the human-powered vehicle 10, for example. The gyro sensor 42A is electrically connected to the control unit 62, for example, by wire or wirelessly.

[0044] The gyro sensor 42A is configured to detect, for example, the angular velocity related to the second axis of the human-powered vehicle 10. The second axis is orthogonal to the first axis, for example. The gyro sensor 42A may be configured to detect at least one of the angular velocity related to the first axis and the angular velocity related to the third axis. The angular velocity related to the second axis is, for example, the angular velocity around the pitch axis. The angular velocity related to the first axis is, for example, the angular velocity around the roll axis. The angular velocity related to the third axis is, for example, the angular velocity around the yaw axis.

[0045] The human-powered vehicle 10 includes, for example, a crank rotation sensor 46. The crank rotation sensor 46 is configured to detect information corresponding to the crank rotation speed of the crankshaft 12A, for example. The crank rotation sensor 46 outputs a signal corresponding to the crank rotation speed of the crankshaft 12A, for example. The crank rotation sensor 46 is provided on the frame 18 of the human-powered vehicle 10, for example.

[0046] The crank rotation sensor 46 includes, for example, a magnetic sensor. The magnetic sensor outputs a signal corresponding to the magnetic field strength, for example. For example, 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 the power transmission path from the crankshaft 12A to the first rotating body 24. 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 rotating body 24. The magnet may be provided on the first rotating body 24 when a first one-way clutch is not provided between the crankshaft 12A and the first rotating body 24.

[0047] Instead of the magnetic sensor, the crank rotation sensor 46 may include an optical sensor, an acceleration sensor, a gyro sensor, or a torque sensor, etc. The crank rotation sensor 46 is electrically connected to the control unit 62 by wire or wirelessly, for example.

[0048] The crank rotation sensor 46 is configured to output a predetermined number of detection signals, for example, while the crank 12 makes one rotation. 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 46 may include a vehicle speed sensor. When the crank rotation sensor 46 includes a vehicle speed sensor, the control unit 62 is configured to calculate the crank rotation speed of the crankshaft 12A according to, for example, the vehicle speed detected by the vehicle speed sensor and the gear ratio.

[0049] The human-powered vehicle 10 includes, for example, a torque sensor 48. The torque sensor 48 is configured to output a signal corresponding to the human power torque input to the crankshaft 12A by the human driving force, for example. The torque sensor 48 is provided, for example, upstream of the first one-way clutch in the power transmission path when the first one-way clutch is provided in the power transmission path. The torque sensor 48 is provided, for example, in a member included in the power transmission path or in a member in the vicinity of a member included in the power transmission path. The members included in the power transmission path are, for example, the crankshaft 12A, a member that transmits the human driving force between the crankshaft 12A and the first rotating body 24, the crank arm 12B, or the pedal 20.

[0050] The torque sensor 48 includes, for example, a strain sensor, a magnetostrictive sensor, or a pressure sensor. The strain sensor includes, for example, a strain gauge. The torque sensor 48 is electrically connected to the control unit 62, for example, by wire or wirelessly. The torque sensor 48 may have any configuration as long as it can acquire information regarding the human driving force. The torque sensor 48 may include a sensor that detects the pressure applied to the pedal 20, a sensor that detects the tension of the chain, or the like.

[0051] The human - powered vehicle 10 includes, for example, a vehicle speed sensor 50. The vehicle speed sensor 50 is configured to detect information corresponding to the rotational speed of the wheel 14, for example. The vehicle speed sensor 50 is configured to detect a magnet provided on the wheel 14 of the human - powered vehicle 10, for example. The vehicle speed sensor 50 outputs a signal corresponding to the rotational speed of the wheel 14, for example. The control unit 62 can calculate the vehicle speed of the human - powered vehicle 10 based on, for example, the rotational speed of the wheel 14 and information regarding the circumference of the wheel 14. Information regarding the circumference of the wheel 14 is stored in the storage unit 64, for example.

[0052] The vehicle speed sensor 50 detects the rotational speed of the drive wheel 14A, for example. The vehicle speed sensor 50 is electrically connected to the control unit 62 by wire or wirelessly, for example. The vehicle speed sensor 50 outputs information corresponding to the rotational speed of the drive wheel 14A, for example.

[0053] The vehicle speed sensor 50 detects the rotation of an annular body provided on the drive wheel 14A of the human - powered vehicle 10, for example. The annular body has a plurality of detected parts in the circumferential direction, for example. The detected part is a groove or a hole, for example. The vehicle speed sensor 50 outputs a signal corresponding to the rotational speed of the drive wheel 14A based on the passage of a plurality of detected parts provided on the annular body, for example.

[0054] The vehicle speed sensor 50 is composed of a coil and a magnetic pole, for example. When the annular body rotates, the magnetic flux passing through the coil changes and an alternating voltage is generated, so that the rotational speed of the drive wheel 14A is detected. The vehicle speed sensor 50 includes a Hall element, for example. The vehicle speed sensor 50 is not limited to a configuration that detects a detected part provided on the drive wheel 14A. The vehicle speed sensor 50 may be configured to include a magnetic lead constituting a reed switch, an optical sensor, or the like.

[0055] The vehicle speed sensor 50 is configured to output detection signals a predetermined number of times, for example, while the drive wheel 14A makes one rotation. The predetermined number of times is, for example, 2 or more. The predetermined number of times is, for example, 4 or more. The predetermined number of times is, for example, a multiple of 4. The predetermined number of times is, for example, 30 or more. The vehicle speed sensor 50 is configured to detect the detected portion 60 or more times when the drive wheel 14A makes one rotation, for example.

[0056] The control device 60 for a human - powered vehicle includes, for example, a control unit 62. The control unit 62 is configured to control at least one of the transmission 36 and the motor 38, for example. The control unit 62 includes, for example, 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 at a plurality of locations separated from each other. The control unit 62 may include one or more microcomputers.

[0057] The control device 60 further includes, for example, a storage unit 64. In the storage unit 64, various control programs and information used for various control processes are stored, for example. The storage unit 64 includes, for example, a non - volatile memory and a volatile memory. The non - volatile memory includes, for example, at least one of a ROM (Read - Only Memory), an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read - Only Memory), and a flash memory. The volatile memory includes, for example, a RAM (Random Access Memory).

[0058] The control unit 62 is configured to control, for example, components of the human - powered vehicle 10. The components include, for example, the transmission 36 and the motor 38. The control unit 62 is configured to control, for example, the motor 38. When the vehicle speed of the human - powered vehicle 10 is less than a predetermined vehicle speed, the control unit 62 is configured to drive the motor 38 according to at least one of the human - driving force or the rotational speed of the crankshaft 12A. The predetermined vehicle speed is, for example, a speed defined by laws for each country. The predetermined vehicle speed is, for example, 24 km / h, 25 km / h, 30 km / h, 32 km / h, or 45 km / h.

[0059] The control unit 62 is configured to control the motor 38 so that the assist force by the motor 38 becomes a predetermined assist force. The assist force includes, for example, at least one of an assist ratio which is the ratio of the output of the motor 38 to the human - driving force input to the crankshaft 12A, an upper limit value of the output of the motor 38, and at least one of at least one of the output of the motor 38.

[0060] The human - driving force is represented by, for example, at least one of a human torque which is the torque of the human - driving force and a human work rate which is the work rate of the human - driving force. The human work rate is, for example, the product of the torque applied to the crankshaft 12A and the rotational speed of the crankshaft 12A.

[0061] The output of the motor 38 is represented by, for example, at least one of a motor torque which is the torque of the output of the motor 38 and a motor work rate which is the work rate of the output of the motor 38. The assist ratio may be the ratio of the motor torque to the human torque or the ratio of the motor work rate to the human work rate.

[0062] The control unit 62 is configured to control, for example, the transmission 36. The control unit 62 is configured to control the transmission 36 to change the gear ratio according to, for example, the shift parameter PS related to the human-powered vehicle 10. The control unit 62 is configured to control the transmission 36 to change the gear ratio according to at least one of, for example, the crank rotational speed, the human-powered driving force input to the crank 12, and the vehicle speed of the human-powered vehicle 10. The shift parameter PS is at least one of, for example, the crank rotational speed, the human-powered driving force input to the crank 12, and the vehicle speed of the human-powered vehicle 10.

[0063] The control unit 62 is configured to control the transmission 36 to change the gear ratio according to, for example, the comparison between the shift parameter PS related to the human-powered vehicle 10 and the threshold value S. The control unit 62 is configured to control the transmission 36 to change the gear ratio based on, for example, the comparison between at least one of the crank rotational speed, the human-powered driving force, and the vehicle speed and the threshold value S. The threshold value S includes, for example, a first threshold value S1. The control unit 62 is configured to control the transmission 36 to perform a first shift in which the gear ratio increases when the shift parameter PS becomes larger than the first threshold value S1. The threshold value S includes, for example, a second threshold value S2. The control unit 62 is configured to control the transmission 36 to perform a second shift in which the gear ratio decreases when the shift parameter PS becomes smaller than the second threshold value S2. The first threshold value S1 is larger than, for example, the second threshold value S2.

[0064] The shift parameter PS may include other parameters than the crank rotational speed, the human-powered driving force input to the crank 12, and the vehicle speed of the human-powered vehicle 10. The shift parameter PS includes, for example, at least one of a parameter showing a correlation with the crank rotational speed and a parameter correlated with the rider's load. The parameter showing a correlation with the crank rotational speed includes, for example, at least one of the rotational speed of the first rotating body 24, the rotational speed of the second rotating body 26, the moving speed of the connecting member 28, and the vehicle speed. The parameter correlated with the rider's load includes, for example, at least one of the human-powered driving force and the inclination angle of the human-powered vehicle 10.

[0065] When the shift parameter PS includes the crank rotation speed, the control unit 62 is configured to control the transmission 36 to perform a first shift, for example, when the crank rotation speed becomes greater than the first threshold value S1. When the shift parameter PS includes the crank rotation speed, the control unit 62 is configured to control the transmission 36 to perform a second shift, for example, when the crank rotation speed becomes less than the second threshold value S2.

[0066] When the shift parameter PS includes the input driving force, the control unit 62 is configured to control the transmission 36 to perform a first shift, for example, when the input driving force becomes greater than the first threshold value S1. When the shift parameter PS includes the input driving force, the control unit 62 is configured to control the transmission 36 to perform a second shift, for example, when the input driving force becomes less than the second threshold value S2.

[0067] When the shift parameter PS includes the vehicle speed, the control unit 62 is configured to control the transmission 36 to perform a first shift, for example, when the vehicle speed becomes greater than the first threshold value S1. When the shift parameter PS includes the vehicle speed, the control unit 62 is configured to control the transmission 36 to perform a second shift, for example, when the vehicle speed becomes less than the second threshold value S2.

[0068] With reference to FIG. 3, a process in which the control unit 62 controls the transmission 36 to change the gear ratio according to the comparison between the shift parameter PS and the threshold value S will be described. When power is supplied to the control unit 62, the control unit 62 starts the process and proceeds to step S11 of the flowchart shown in FIG. 3. When the flowchart in FIG. 3 ends, the control unit 62 repeats the process from step S11 after a predetermined period until the power supply is stopped.

[0069] In step S11, the control unit 62 determines whether the shift parameter PS is greater than the first threshold value S1. When the shift parameter PS is greater than the first threshold value S1, the control unit 62 proceeds to step S12. In step S12, the control unit 62 controls the transmission 36 to perform the first shift and ends the process.

[0070] When the shift parameter PS is less than or equal to the first threshold value S1 in step S11, the control unit 62 proceeds to step S13. In step S13, the control unit 62 determines whether the shift parameter PS is less than the second threshold value S2. When the shift parameter PS is less than the second threshold value S2, the control unit 62 proceeds to step S14. In step S14, the control unit 62 controls the transmission 36 so that the gear ratio decreases and ends the process. When the shift parameter PS is greater than or equal to the second threshold value S2, the control unit 62 ends the process.

[0071] For example, the control unit 62 is configured to control the transmission 36 so as to suppress the first shift in which the gear ratio increases when the pitch change amount, which is the change amount of the pitch angle of the human - powered vehicle 10, is greater than or equal to the first change amount. For example, when the pitch change amount is greater than or equal to the first change amount, the control unit 62 is configured to control the transmission 36 to suppress the first shift and not suppress the second shift in which the gear ratio decreases. For example, when the pitch change amount is greater than or equal to the first change amount, the control unit 62 is configured to control the transmission 36 to perform the second shift in the same manner as when the pitch change amount is less than the first change amount. For example, when the first shift is suppressed by satisfying a predetermined condition including the case where the pitch change amount is greater than or equal to the first change amount, the second shift is executed in the same manner as when the predetermined condition is not satisfied.

[0072] The first change amount is, for example, a value capable of determining the front lift of the human - powered vehicle 10. The control unit 62 is configured to control the transmission 36 so as to suppress the first shift, for example, when it is determined based on the pitch change amount that the human - powered vehicle 10 is in the state of the front lift. The first change amount is, for example, the change amount per first predetermined time. The first predetermined time is longer than 0 seconds and shorter than 2 seconds, for example. The first predetermined time is, for example, 1 second. The first change amount is, for example, the change amount per second. The first change amount is, for example, 15 degrees or more and 25 degrees or less. The first change amount is, for example, 20 degrees.

[0073] The control unit 62 is configured to suppress the first shift by changing the threshold value S to be larger, for example, when the pitch change amount is greater than or equal to the first change amount. The control unit 62 is configured to suppress the first shift by changing the first threshold value S1 to be larger, for example, when the pitch change amount is greater than or equal to the first change amount. The control unit 62 is configured not to suppress the second shift by not changing the second threshold value S2, for example, when the pitch change amount is greater than or equal to the first change amount.

[0074] The control unit 62 is configured to control the transmission 36 to suppress the first shift based on, for example, the pitch change amount and at least one of the crank rotation speed, the human - driving force, and the vehicle speed. The control unit 62 is configured to control the transmission 36 to suppress the first shift and not suppress the second shift based on, for example, the pitch change amount and at least one of the crank rotation speed, the human - driving force, and the vehicle speed.

[0075] For example, when the pitch change amount is equal to or greater than the first change amount and the crank rotation speed change amount, which is the change amount of the crank rotation speed, is equal to or greater than a predetermined crank rotation speed change amount, the control unit 62 is configured to control the transmission 36 so as to suppress the first shift. For example, when the pitch change amount is equal to or greater than the first change amount and the crank rotation speed change amount is equal to or greater than a predetermined crank rotation speed change amount, the control unit 62 is configured to control the transmission 36 so as to suppress the first shift and not suppress the second shift. The predetermined crank rotation speed change amount is, for example, the change amount per second predetermined time. The second predetermined time is, for example, longer than 0 second and shorter than 2 seconds. The second predetermined time is, for example, 1 second. The predetermined crank rotation speed change amount is, for example, the change amount per second. The predetermined crank rotation speed change amount is set to a value that can determine, for example, that the rider is vigorously pedaling the pedal 20 to cross a step. The predetermined crank rotation speed change amount is, for example, 20 rpm or more and 40 rpm or less. The predetermined crank rotation speed change amount is, for example, 30 rpm. The predetermined crank rotation speed change amount includes, for example, a predetermined crank rotation speed increase amount. The predetermined crank rotation speed change amount may include a predetermined crank rotation speed decrease amount.

[0076] For example, when the pitch change amount is equal to or greater than the first change amount and the crank rotation speed is equal to or greater than a predetermined crank rotation speed change amount, the control unit 62 may be configured to control the transmission 36 so as to suppress the first shift. For example, when the pitch change amount is equal to or greater than the first change amount and the crank rotation speed is equal to or greater than a predetermined crank rotation speed, the control unit 62 may be configured to control the transmission 36 so as to suppress the first shift and not suppress the second shift. The predetermined crank rotation speed may be greater than the first threshold value S1, less than the first threshold value S1, or equal to the first threshold value S1. The predetermined crank rotation speed is set to a value that can determine, for example, that the rider is vigorously pedaling the pedal 20 to cross a step. The predetermined crank rotation speed is, for example, 80 rpm or more and 150 rpm or less. The predetermined crank rotation speed is, for example, 90 rpm.

[0077] For example, when the pitch angle increases, if the pitch change amount is greater than or equal to the first change amount, the control unit 62 is configured to control the transmission 36 so as to suppress the first shift. For example, when the pitch angle increases, if the pitch change amount is greater than or equal to the first change amount and the crank rotation speed change amount is greater than or equal to a predetermined crank rotation speed change amount, the control unit 62 is configured to control the transmission 36 so as to suppress the first shift. For example, when the pitch angle increases, if the pitch change amount is greater than or equal to the first change amount and the crank rotation speed change amount is greater than or equal to a predetermined crank rotation speed change amount, the control unit 62 is configured to control the transmission 36 so as to suppress the first shift and not suppress the second shift.

[0078] When the pitch angle decreases, if the pitch change amount is greater than or equal to the first change amount, the control unit 62 may be configured to control the transmission 36 so as to suppress the first shift. When the pitch angle decreases, if the pitch change amount is greater than or equal to the first change amount and the crank rotation speed change amount is greater than or equal to a predetermined crank rotation speed change amount, the control unit 62 may be configured to control the transmission 36 so as to suppress the first shift. When the pitch angle decreases, if the pitch change amount is greater than or equal to the first change amount and the crank rotation speed change amount is greater than or equal to a predetermined crank rotation speed change amount, the control unit 62 may be configured to control the transmission 36 so as to suppress the first shift and not suppress the second shift.

[0079] For example, the control unit 62 calculates the inclination angle of the human-powered vehicle 10 based on the outputs of the first detection unit 40 and the second detection unit 42. For example, the control unit 62 is configured to calculate the inclination change amount based on the estimated value of the inclination angle calculated based on the acceleration detected by the acceleration sensor 40A and the angular velocity detected by the gyro sensor 42A. Since the control unit 62 calculates the inclination change amount based on the estimated value of the inclination angle calculated based on the acceleration and the angular velocity, the components of the human-powered vehicle 10 can be controlled according to a more accurate inclination change amount.

[0080] The tilt angle includes, for example, the pitch angle of the human-powered vehicle 10. The tilt change amount includes, for example, the pitch change amount of the pitch angle. The control unit 62 is configured to calculate the pitch angle, for example, based on the outputs of a first detection unit 40 capable of detecting the pitch angle and a second detection unit 42 that is different from the first detection unit 40 and capable of detecting the pitch angle. The control unit 62 calculates an estimated value of the pitch angle, for example, according to the acceleration detected by the acceleration sensor 40A of the first detection unit 40. The control unit 62 is configured to calculate the pitch change amount based on, for example, the estimated value of the pitch angle calculated based on the acceleration detected by the acceleration sensor 40A and the angular velocity detected by the gyro sensor 42A.

[0081] The control unit 62 is configured to calculate an estimated value of the pitch angle, for example, according to the acceleration detected by the first detection unit 40. The control unit 62 is configured to calculate the translational acceleration generated by the acceleration and deceleration of the vehicle by differentiating the vehicle speed detected by the vehicle speed sensor 50, for example. The control unit 62 is configured to calculate an estimated value of the pitch angle based on, for example, the first acceleration detected by the acceleration sensor 40A and the translational acceleration. The control unit 62 calculates an estimated value of the pitch angle, for example, every third predetermined time. The third predetermined time is greater than 0 seconds and less than 1 second, for example. The third predetermined time is 0.01 seconds, for example.

[0082] The control unit 62 may be configured to correct the pitch angle calculated from the angular velocity detected by the gyro sensor 42A based on, for example, the estimated value of the pitch angle detected by the acceleration sensor 40A, and use the corrected pitch angle as the pitch angle. The control unit 62 may be configured to correct the estimated value of the pitch angle detected by the acceleration sensor 40A based on, for example, the pitch angle calculated from the angular velocity detected by the gyro sensor 42A, and use the corrected pitch angle as the pitch angle. The control unit 62 may be configured to use, for example, the smaller of the estimated value of the pitch angle detected by the acceleration sensor 40A and the pitch angle calculated from the angular velocity detected by the gyro sensor 42A as the pitch angle. The control unit 62 may be configured to use, for example, the larger of the estimated value of the pitch angle detected by the acceleration sensor 40A and the pitch angle calculated from the angular velocity detected by the gyro sensor 42A as the pitch angle.

[0083] The inclination angle may include, for example, at least one of the yaw angle and the roll angle of the human-powered vehicle 10 instead of or in addition to the pitch angle of the human-powered vehicle 10. When the inclination angle includes the yaw angle, the control unit 62 calculates, for example, an estimated value of the yaw angle based on the output of a sensor capable of detecting the amount of movement of the human-powered vehicle 10 in the left-right direction and the second acceleration. When the inclination angle includes the yaw angle, the inclination change amount includes, for example, the yaw change amount of the yaw angle. When the inclination angle includes the roll angle, the control unit 62 calculates, for example, an estimated value of the roll angle based on the output of a sensor capable of detecting the amount of movement of the human-powered vehicle 10 in the up-down direction and the third acceleration. When the inclination angle includes the roll angle, the inclination change amount includes, for example, the roll change amount of the roll angle.

[0084] With reference to FIG. 4, the process in which the control unit 62 suppresses the first shift according to the pitch change amount will be described. 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 FIG. 4. When the flowchart of FIG. 4 ends, the control unit 62 repeats the process from step S21 after a predetermined period until the power supply is stopped.

[0085] In step S21, the control unit 62 determines whether it has received the detection value of the vehicle speed sensor 50. The detection value of the vehicle speed sensor 50 includes, for example, information regarding the vehicle speed of the human-powered vehicle 10. When the control unit 62 receives the detection value of the vehicle speed sensor 50, it proceeds to step S22. When the control unit 62 does not receive the detection value of the vehicle speed sensor 50, the process ends. In step S22, the control unit 62 calculates the translational acceleration from the vehicle speed and proceeds to step S23.

[0086] In step S23, the control unit 62 determines whether it has received the detection value of the acceleration sensor 40A. The detection value of the acceleration sensor 40A includes, for example, at least one of a first acceleration, a second acceleration, and a third acceleration. For example, when the control unit 62 receives at least one of the first acceleration, the second acceleration, and the third acceleration from the acceleration sensor 40A, it determines that it has received the detection value of the acceleration sensor 40A. In the present embodiment, when the control unit 62 receives all of the first acceleration, the second acceleration, and the third acceleration from the acceleration sensor 40A, it determines that it has received the detection value of the acceleration sensor 40A. When the control unit 62 receives the detection value of the acceleration sensor 40A, it proceeds to step S24. When the control unit 62 does not receive the detection value of the acceleration sensor 40A, the process ends.

[0087] In step S24, the control unit 62 calculates an estimated value of the pitch angle based on the acceleration and the translational acceleration detected by the acceleration sensor 40A, and then proceeds to step S25. In step S25, the control unit 62 determines whether it has received the detection value of the gyro sensor 42A. The detection value of the gyro sensor 42A includes, for example, the angular velocity regarding the second axis of the human-powered vehicle 10. When the control unit 62 has received the detection value of the gyro sensor 42A, it proceeds to step S26. When the control unit 62 has not received the detection value of the gyro sensor 42A, it ends the process.

[0088] In step S26, the control unit 62 calculates the pitch change amount based on the estimated value of the pitch angle and the angular velocity detected by the gyro sensor 42A, and then proceeds to step S27. In step S27, the control unit 62 determines whether the crank rotation speed change amount is equal to or greater than a predetermined crank rotation speed change amount. When the crank rotation speed change amount is equal to or greater than the predetermined crank rotation speed change amount, the control unit 62 proceeds to step S28. When the crank rotation speed change amount is less than the predetermined crank rotation speed change amount, the control unit 62 ends the process.

[0089] In step S28, the control unit 62 determines whether the pitch change amount is equal to or greater than a first change amount. When the pitch change amount is equal to or greater than the first change amount, the control unit 62 proceeds to step S29. When the pitch change amount is less than the first change amount, the control unit 62 ends the process. In step S29, the control unit 62 changes the first threshold value S1 to increase it, thereby suppressing the first shift and ending the process.

[0090] For example, after suppressing the first shift in step S29, when the return condition is satisfied, the control unit 62 ends the suppression of the first shift. For example, when the return condition is satisfied, the control unit 62 changes the first threshold value S1 to the first threshold value S1 before being changed in step S29. The return condition is satisfied, for example, when a predetermined period has elapsed. The return condition may also be satisfied when the pitch change amount becomes equal to or less than a predetermined change amount that is less than the first change amount.

[0091] Step S23 may be executed after step S21. In this case, after the process of step S21, the control unit 62 executes the processes in the order of step S23, step S22, and step S24, and then proceeds to step S25. Step S23 may be executed before step S21. In this case, the control unit 62 executes the processes in the order of step S23, step S22, and step S24, and then proceeds to step S25.

[0092] Step S25 may be executed before step S21. In this case, the control unit 62 executes the processes in the order of step S25, step S21, step S22, step S23, and step S24, and then proceeds to step S26. Step S25 may be executed after step S21. In this case, the control unit 62 executes the processes in the order of step S21, step S25, step S22, step S23, and step S24, and then proceeds to step S26.

[0093] Step S25 may be executed after step S22. In this case, the control unit 62 executes the processes in the order of step S21, step S22, step S25, step S23, and step S24, and then proceeds to step S26. Step S25 may be executed after step S23. In this case, the control unit 62 executes the processes in the order of step S21, step S22, step S23, step S25, and step S24, and then proceeds to step S26.

[0094] Step S27 may be executed after step S28. In this case, after the process of step S26, the control unit 62 executes the processes in the order of step S28 and step S27, and then proceeds to step S29. Step S27 may be omitted. In this case, after the process of step S26, the control unit 62 proceeds to step S28.

[0095] For example, in difficult sections of the traveling path of the human-powered vehicle 10, the amount of change in inclination may increase. When the front is lifted to cross a step and the amount of pitch change becomes equal to or greater than the first change amount in order for the human-powered vehicle 10 to cross the step, for example, when the rider further paddles the pedal 20 to cross the step, the crank rotation speed may increase. If the transmission 36 executes the first shift when the crank rotation speed becomes greater than the first threshold value S1 in this case, the load on the rider increases. When the amount of change in inclination is large, the control unit 62 increases the first threshold value S1, making it less likely for the crank rotation speed to exceed the first threshold value S1. When the amount of change in inclination is large, the control unit 62 controls the transmission 36 so as to suppress the first shift, thereby suppressing an increase in the load on the rider due to a temporary increase in the crank rotation speed.

[0096] <Second Embodiment> With reference to FIGS. 4 and 5, the control device 60 of the second embodiment will be described. The control device 60 of the second embodiment is the same as the control device 60 of the first embodiment except that the control unit 62 controls the motor 38 instead of the transmission 36 according to the amount of change in inclination. For components common to the first embodiment, the same reference numerals as those in the first embodiment are used, and redundant descriptions are omitted.

[0097] The control unit 62 is configured to reduce at least one of the assist ratio, which is the ratio of the output of the motor 38 to the human-powered driving force input to the crankshaft 12A, the upper limit value of the output of the motor 38, and the output of the motor 38, for example, when the amount of change in inclination, which is the amount of change in the inclination angle of the human-powered vehicle 10, is equal to or greater than the second change amount. The control unit 62 is configured to reduce at least one of the assist ratio, which is the ratio of the motor torque to the human torque, the upper limit value of the motor torque, and the motor torque, for example, when the amount of change in inclination is equal to or greater than the second change amount. The control unit 62 is configured to reduce at least one of the assist ratio, which is the ratio of the motor work rate to the human work rate, the upper limit value of the motor work rate, and the motor work rate, for example, when the amount of change in inclination is equal to or greater than the second change amount. The second change amount is, for example, the first change amount. The second change amount may be different from the first change amount.

[0098] For example, when the inclination angle increases and the amount of inclination change is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, the upper limit value of the output of the motor 38, and the output of the motor 38. For example, when the inclination angle increases and the amount of inclination change is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, which is the ratio of the motor torque to the human input torque, the upper limit value of the motor torque, and the motor torque. For example, when the inclination angle increases and the amount of inclination change is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, which is the ratio of the motor work rate to the human input work rate, the upper limit value of the motor work rate, and the motor work rate.

[0099] For example, when the inclination angle decreases and the amount of inclination change is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, the upper limit value of the output of the motor 38, and the output of the motor 38. For example, when the inclination angle decreases and the amount of inclination change is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, which is the ratio of the motor torque to the human input torque, the upper limit value of the motor torque, and the motor torque. For example, when the inclination angle decreases and the amount of inclination change is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, which is the ratio of the motor work rate to the human input work rate, the upper limit value of the motor work rate, and the motor work rate.

[0100] For example, when the pitch change amount is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, the upper limit value, and the output of the motor 38. For example, when the pitch change amount is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, which is the ratio of the motor torque to the input torque, the upper limit value of the motor torque, and the motor torque. For example, when the pitch change amount is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, which is the ratio of the motor work rate to the input work rate, the upper limit value of the motor work rate, and the motor work rate.

[0101] For example, when the inclination angle increases and the pitch change amount is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, the upper limit value, and the output of the motor 38. For example, when the inclination angle increases and the pitch change amount is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, which is the ratio of the motor torque to the input torque, the upper limit value of the motor torque, and the motor torque. For example, when the inclination angle increases and the pitch change amount is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, which is the ratio of the motor work rate to the input work rate, the upper limit value of the motor work rate, and the motor work rate.

[0102] For example, when the inclination angle decreases and the pitch change amount is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, the upper limit value, and the output of the motor 38. For example, when the inclination angle decreases and the pitch change amount is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, which is the ratio of the motor torque to the input torque, the upper limit value of the motor torque, and the motor torque. For example, when the inclination angle decreases and the pitch change amount is greater than or equal to the second change amount, the control unit 62 is configured to reduce at least one of the assist ratio, which is the ratio of the motor work rate to the input work rate, the upper limit value of the motor work rate, and the motor work rate.

[0103] With reference to FIGS. 4 and 5, the process in which the control unit 62 reduces at least one of the assist ratio, the upper limit value, and the output of the motor 38 according to the pitch change amount will be described. 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 FIG. 4. When the flowcharts of FIGS. 4 and 5 are completed, the control unit 62 repeats the process from step S21 at a predetermined cycle until the power supply is stopped.

[0104] From step S21 to step S27, the control unit 62 executes the same processes as the control unit 62 of the first embodiment and proceeds to step S31. In step S31, the control unit 62 determines whether the pitch change amount is greater than or equal to the second change amount. If the pitch change amount is greater than or equal to the second change amount, the control unit 62 proceeds to step S32. If the pitch change amount is less than the second change amount, the control unit 62 ends the process. In step S32, the control unit 62 reduces at least one of the assist ratio, which is the ratio of the output of the motor 38 to the input human driving force input to the crankshaft 12A, the upper limit value of the output of the motor 38, and the output of the motor 38, and ends the process.

[0105] For example, in step S32, after the control unit 62 reduces at least one of the assist ratio, which is the ratio of the output of the motor 38 to the input human driving force input to the crankshaft 12A, the upper limit value of the output of the motor 38, and the output of the motor 38, when the return condition is satisfied, the control unit 62 ends the reduction of at least one of the assist ratio, which is the ratio of the output of the motor 38 to the input human driving force input to the crankshaft 12A, the upper limit value of the output of the motor 38, and the output of the motor 38. For example, when the return condition is satisfied, the control unit 62 changes the first threshold value S1 to the first threshold value S1 before being changed by step S32. The return condition is satisfied, for example, when a predetermined period has elapsed. The return condition may also be satisfied when the pitch change amount becomes less than or equal to a predetermined change amount that is less than the first change amount.

[0106] Step S31 may be executed before step S27. In this case, the control unit 62 executes the processes in the order of step S31 and step S27 after step S26. The process of step S27 may be omitted. In this case, the control unit 62 executes the process of step S31 after step S26.

[0107] For example, after the human-powered vehicle 10 performs a front lift to cross a step and the pitch change amount becomes equal to or greater than the first change amount, if the step is crossed, the control unit 62 of the present embodiment can reduce at least one of the assist ratio, the upper limit value of the output of the motor 38, and the output of the motor 38. Therefore, the rider can stably operate the vehicle body 16.

[0108] <Third Embodiment> With reference to FIGS. 4 and 6, the control device 60 of the third embodiment will be described. The control device 60 of the third embodiment is the same as the control device 60 of the first embodiment except that the control unit 62 controls the transmission 36 and the motor 38 according to the inclination change amount. For the configurations common to the first embodiment and the second embodiment, the same reference numerals as those in the first embodiment and the second embodiment are given, and redundant descriptions are omitted.

[0109] For example, when the amount of change in the inclination angle, i.e., the inclination change amount, is greater than or equal to the third change amount, the control unit 62 is configured to execute at least one of suppression of the first shift in which the gear ratio increases, reduction of the assist ratio which is the ratio of the output of the motor 38 to the input driving force input to the crankshaft 12A, reduction of the upper limit value of the output of the motor 38, and reduction of the output of the motor 38. For example, when the amount of change in the inclination angle, i.e., the inclination change amount, of the human-powered vehicle 10 is greater than or equal to the third change amount, the control unit 62 is configured to execute at least one of suppression of the first shift in which the gear ratio increases, reduction of the assist ratio which is the ratio of the motor torque to the human power torque, reduction of the upper limit value of the motor torque, and reduction of the motor torque. For example, when the amount of change in the inclination angle, i.e., the inclination change amount, of the human-powered vehicle 10 is greater than or equal to the third change amount, the control unit 62 is configured to execute at least one of suppression of the first shift in which the gear ratio increases, reduction of the assist ratio which is the ratio of the motor work rate to the human power work rate, reduction of the upper limit value of the motor work rate, and reduction of the motor work rate.

[0110] For example, when the inclination angle increases and the amount of change in the inclination angle, i.e., the inclination change amount, is greater than or equal to the third change amount, the control unit 62 is configured to execute at least one of suppression of the first shift, reduction of the assist ratio, reduction of the upper limit value of the output of the motor 38, and reduction of the output of the motor 38. For example, when the inclination angle increases and the amount of change in the inclination angle, i.e., the inclination change amount, of the human-powered vehicle 10 is greater than or equal to the third change amount, the control unit 62 is configured to execute at least one of suppression of the first shift in which the gear ratio increases, reduction of the assist ratio which is the ratio of the motor torque to the human power torque, reduction of the upper limit value of the motor torque, and reduction of the motor torque. For example, when the inclination angle increases and the amount of change in the inclination angle, i.e., the inclination change amount, of the human-powered vehicle 10 is greater than or equal to the third change amount, the control unit 62 is configured to execute at least one of suppression of the first shift in which the gear ratio increases, reduction of the assist ratio which is the ratio of the motor work rate to the human power work rate, reduction of the upper limit value of the motor work rate, and reduction of the motor work rate.

[0111] When the control unit 62, for example, detects a decrease in the inclination angle and the amount of inclination change is equal to or greater than a third change amount, it is configured to execute at least one of suppression of the first shift, reduction of the assist ratio, reduction of the upper limit value of the output of the motor 38, and reduction of the output of the motor 38. When the control unit 62, for example, detects a decrease in the inclination angle and the amount of inclination change, which is the amount of change in the inclination angle of the human-powered vehicle 10, is equal to or greater than a third change amount, it is configured to execute at least one of suppression of the first shift in which the gear ratio increases, reduction of the assist ratio which is the ratio of the motor torque to the human power torque, reduction of the upper limit value of the motor torque, and reduction of the motor torque. When the control unit 62, for example, detects a decrease in the inclination angle and the amount of inclination change, which is the amount of change in the inclination angle of the human-powered vehicle 10, is equal to or greater than a third change amount, it is configured to execute at least one of suppression of the first shift in which the gear ratio increases, reduction of the assist ratio which is the ratio of the motor work rate to the human power work rate, reduction of the upper limit value of the motor work rate, and reduction of the motor work rate.

[0112] Referring to FIGS. 4 and 6, a process in which the control unit 62 executes at least one of suppression of the first shift by the transmission 36, reduction of the assist ratio by the motor 38, reduction of the upper limit value of the output of the motor 38, and reduction of the output of the motor 38 according to the amount of pitch change will be described. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S21 of the flowchart shown in FIG. 4. When the flowcharts of FIGS. 4 and 6 are completed, the control unit 62 repeats the processing from step S21 at a predetermined cycle until the power supply is stopped.

[0113] In steps S21 to S27, the control unit 62 executes the same processing as the control unit 62 in the first embodiment, and proceeds to step S41. In step S41, the control unit 62 determines whether the pitch change amount is greater than or equal to the third change amount. If the pitch change amount is greater than or equal to the third change amount, the control unit 62 proceeds to step S42. If the pitch change amount is less than the third change amount, the control unit 62 ends the process. In step S42, the control unit 62 executes at least one of suppression of the first shift that increases the gear ratio, reduction of the assist ratio that is the ratio of the output of the motor 38 to the input driving force input to the crankshaft 12A, reduction of the upper limit value of the output of the motor 38, and reduction of the output of the motor 38, and then ends the process.

[0114] For example, in step S42, after the control unit 62 executes at least one of suppression of the first shift, reduction of the assist ratio that is the ratio of the output of the motor 38 to the input driving force input to the crankshaft 12A, reduction of the upper limit value of the output of the motor 38, and reduction of the output of the motor 38, if the return condition is satisfied, the control unit 62 ends the one that has been executed among at least one of suppression of the first shift, reduction of the assist ratio that is the ratio of the output of the motor 38 to the input driving force input to the crankshaft 12A, reduction of the upper limit value of the output of the motor 38, and reduction of the output of the motor 38. For example, when the return condition is satisfied, the control unit 62 changes the first threshold value S1 to the first threshold value S1 before being changed by step S42. The return condition is satisfied, for example, when a predetermined period has elapsed. The return condition may also be satisfied when the pitch change amount becomes less than or equal to a predetermined change amount that is less than the first change amount.

[0115] Step S41 may be executed before step S27. In this case, after step S26, the control unit 62 executes the processes in the order of step S41 and step S27. The process of step S27 may be omitted. In this case, after step S26, the control unit 62 executes the process of step S41.

[0116] <Modification example> The description of each embodiment is an exemplification of the forms that the control device for a human-powered vehicle according to the present disclosure can take, and is not intended to limit the forms. The control device for a human-powered vehicle according to the present disclosure can take, for example, modified examples of each of the embodiments shown below, and forms in which at least two non-contradictory modified examples are combined. In the following modified examples, for parts common to the forms of each embodiment, the same reference numerals as those of each embodiment are given and the description thereof is omitted.

[0117] · The control unit 62 may be configured to control the transmission 36 so as to suppress the first shift when the pitch change amount is equal to or greater than the first change amount and the human driving force input to the crankshaft 12A is equal to or greater than a predetermined human driving force. For the predetermined human driving force, for example, a value that can determine that the rider is pedaling the pedal 20 is set. The predetermined human driving force is, for example, 20 Nm or more and 40 Nm or less. The predetermined human driving force is, for example, 30 Nm. As shown in FIG. 7, the control unit 62 executes the process of step S51 instead of the process of step S27. After the process of step S26, the control unit 62 proceeds to step S51. In step S51, the control unit 62 determines whether the human driving force is equal to or greater than the predetermined human driving force. If the human driving force is equal to or greater than the predetermined human driving force, the control unit 62 proceeds to step S28. If the human driving force is less than the predetermined human driving force, the control unit 62 ends the process. The control unit 62 may execute the process of step S51 in addition to the process of step S27. In this case, step S27 may be executed next to step S26 or next to step S51.

[0118] ·The control unit 62 may be configured to control the transmission 36 so as to suppress the first shift when the pitch change amount is equal to or greater than the first change amount and the vehicle speed of the human-powered vehicle 10 is equal to or greater than a predetermined vehicle speed. As shown in FIG. 8, the control unit 62 executes the process of step S61 instead of the process of step S27. The control unit 62 proceeds to step S61 after the process of step S26. In step S61, the control unit 62 determines whether or not the vehicle speed is equal to or greater than the predetermined vehicle speed. If the vehicle speed is equal to or greater than the predetermined vehicle speed, the control unit 62 proceeds to step S28. If the vehicle speed is less than the predetermined vehicle speed, the control unit 62 ends the process. In addition to the process of step S27, the control unit 62 may execute the process of step S61. In this case, step S27 may be executed after step S26 or after step S61.

[0119] · When the pitch change amount is equal to or greater than the first change amount, the control unit 62 may be configured not to execute the first shift regardless of at least one of the crank rotation speed, the human driving force, and the vehicle speed. For example, when the pitch change amount is equal to or greater than the first change amount, the control unit 62 is configured to control the transmission 36 so as not to execute the first shift regardless of at least one of the crank rotation speed, the human driving force, and the vehicle speed. For example, when the pitch change amount is equal to or greater than the first change amount, the control unit 62 prohibits the execution of the first shift. As shown in FIG. 9, the control unit 62 executes the process of step S71 instead of the process of step S29. After the process of step S28, the control unit 62 shifts to step S71. In step S71, the control unit 62 controls the transmission 36 so as not to execute the first shift regardless of at least one of the crank rotation speed, the human driving force, and the vehicle speed, and ends the process. For example, in step S71, after the control unit 62 controls the transmission 36 so as not to execute the first shift regardless of at least one of the crank rotation speed, the human driving force, and the vehicle speed, when the return condition is satisfied, the control unit 62 ends the control of the transmission 36 so as not to execute the first shift regardless of at least one of the crank rotation speed, the human driving force, and the vehicle speed. The return condition is satisfied, for example, when a predetermined period has elapsed. The return condition may be satisfied when the pitch change amount becomes equal to or less than a predetermined change amount that is smaller than the first change amount.

[0120] · The human-powered vehicle 10 may include a Global Navigation Satellite System (GNSS) receiver. The GNSS receiver includes, for example, a Global Positioning System (GPS) receiver. The control unit 62 calculates, for example, the inclination angle of the road surface on which the human-powered vehicle 10 travels according to the GPS information acquired by the GPS receiver and the road surface gradient included in the map information pre-recorded in the storage unit 64. The GNSS receiver may include a receiver for a satellite positioning system other than GPS. Satellite positioning systems other than GPS include, for example, the Quasi-Zenith Satellite System (QZSS), GLONASS (Global Navigation Satellite System), and Galileo. The control unit 62 may use, for example, a value obtained by subtracting the inclination angle of the road surface from the pitch angle detected by the inclination angle detection unit as the pitch angle.

[0121] · In a modified example where the human-powered vehicle 10 includes a GNSS receiver, the control unit 62 may use the inclination angle of the road surface as the pitch angle of the human-powered vehicle 10.

[0122] · The control unit 62 does not suppress the first shift based on the calculated inclination angle, for example, based on the outputs of the first detection unit 40 and the second detection unit 42. Instead, when the inclination angle detected by the first detection unit 40 is greater than or equal to a first change amount and at least one of the inclination angles detected by the second detection unit 42 is greater than or equal to the first change amount, the control unit 62 may suppress the first shift. The control unit 62 does not suppress the first shift based on the calculated inclination angle, for example, based on the outputs of the first detection unit 40 and the second detection unit 42. Instead, when at least one of the inclination angle detected by the first detection unit 40 and the inclination angle detected by the second detection unit 42 is greater than or equal to the first change amount, the control unit 62 may suppress the first shift.

[0123] ·The control unit 62 may be configured to suppress the first shift, taking into account, for example, the inclination angle, the tendency of change in the crank rotation speed, and the tendency of change in the human driving force. For example, when the inclination angle is on an upward trend and the pitch change amount is the first change amount, the control unit 62 suppresses the first shift. For example, when the crank rotation speed is on an upward trend and the pitch change amount is the first change amount, the control unit 62 suppresses the first shift. For example, when the human driving force is on an upward trend and the pitch change amount is the first change amount, the control unit 62 suppresses the first shift.

[0124] ·The control device 60 for a human-powered vehicle includes a control unit 62 configured to control a transmission 36 that changes a gear ratio, which is the ratio of the wheel rotation speed of the drive wheel 14A of the human-powered vehicle 10 to the crank rotation speed of the crankshaft 12A of the human-powered vehicle 10. If the control unit 62 is configured to control the transmission 36 so as to suppress the first shift in which the gear ratio increases when the pitch change amount, which is the change amount of the pitch angle of the human-powered vehicle 10, is equal to or greater than the first change amount, other configurations may be omitted. The human-powered vehicle 10 may not include, for example, the motor 38.

[0125] ·In the control device 60 for a human-powered vehicle, the human-powered vehicle 10 includes a transmission 36 configured to change a gear ratio, which is the ratio of the wheel rotation speed of the drive wheel 14A of the human-powered vehicle 10 to the crank rotation speed of the crankshaft 12A of the human-powered vehicle 10, a motor 38 configured to apply a driving force to the human-powered vehicle 10, a first detection unit 40 including an acceleration sensor 40A, and a second detection unit 42 including a gyro sensor 42A, and includes a control unit 62 configured to control at least one of the transmission 36 and the motor 38. The control unit 62 calculates the inclination angle of the human-powered vehicle 10 based on the outputs of the first detection unit 40 and the second detection unit 42, and when the inclination change amount, which is the change amount of the inclination angle, is greater than the third change amount, suppresses the first shift in which the gear ratio increases, reduces the assist ratio, which is the ratio of the output of the motor 38 to the human driving force input to the crank 12, reduces the upper limit value of the output of the motor 38, and reduces the output of the motor 38. If the control unit 62 is configured to perform at least one of these operations, other configurations may be omitted.

[0126] As used herein, the expression "at least one" means "one or more" of the desired options. As an example, as used herein, the expression "at least one" means "only one option" or "both of the two options" if the number of options is two. As another example, as used herein, the expression "at least one" means "only one option" or "any combination of two or more options" if the number of options is three or more.

[0127] Ordinal numbers such as "first", "second", and "third" used herein are merely used to distinguish a plurality of members having the same name and have no special meaning.

Description of Reference Numerals

[0128] 10... Manually driven vehicle, 12A... Crankshaft, 14A... Driving wheel, 36... Transmission, 38... Motor, 40... First detection unit, 40A... Acceleration sensor, 42... Second detection unit, 42A... Gyro sensor, 60... Control device, 62... Control unit.

Claims

1. A control device for a human-powered vehicle, comprising: a control unit configured to control a transmission that changes a gear ratio, which is a ratio of the wheel rotation speed of the drive wheels of the human-powered vehicle to the crank rotation speed of the crankshaft of the human-powered vehicle; wherein the control unit is configured to control the transmission so as to suppress a first shift in which the gear ratio increases when a pitch change amount, which is a change amount of the pitch angle of the human-powered vehicle, is equal to or greater than a first change amount.

2. The control device according to claim 1, wherein the control unit is configured to control the transmission so as to suppress the first shift and not suppress a second shift in which the gear ratio decreases when the pitch change amount is equal to or greater than the first change amount.

3. The control device according to claim 2, wherein the control unit is configured to control the transmission so as to change the gear ratio according to at least one of the crank rotation speed, the human driving force input to the crankshaft, and the vehicle speed of the human-powered vehicle.

4. The control unit is configured to: control the transmission so as to change the gear ratio based on a comparison of at least one of the crank rotation speed, the human driving force, and the vehicle speed with a threshold value; and is configured to suppress the first shift by changing the threshold value to be larger when the pitch change amount is equal to or greater than the first change amount.

5. The control device according to claim 3, wherein the control unit is configured not to execute the first shift regardless of at least one of the crank rotation speed, the human driving force, and the vehicle speed when the pitch change amount is equal to or greater than the first change amount.

6. The control device according to claim 1, wherein the control unit is configured to control the transmission so as to suppress the first shift when the pitch change amount is equal to or greater than the first change amount and a crank rotation speed change amount, which is a change amount of the crank rotation speed, is equal to or greater than a predetermined crank rotation speed change amount.

7. The control device according to claim 1, wherein the control unit is configured to control the transmission so as to suppress the first shift when the pitch change amount is equal to or greater than the first change amount and the human driving force input to the crankshaft is equal to or greater than a predetermined human driving force.

8. The control unit is configured to control the transmission so as to suppress the first shift when the pitch change amount is greater than or equal to the first change amount and the vehicle speed of the human-powered vehicle is greater than or equal to a predetermined vehicle speed, according to the control device of claim 1.

9. The control unit is configured to control the transmission so as to suppress the first shift when the pitch change amount is greater than or equal to the first change amount when the pitch angle increases, according to the control device of claim 1.

10. The control unit is configured to control the transmission so as to suppress the first shift when the pitch change amount is greater than or equal to the first change amount when the pitch angle decreases, according to the control device of claim 1.

11. The control unit is configured to control a motor configured to apply a driving force to the human-powered vehicle, and configured to reduce at least one of the assist ratio, which is the ratio of the output of the motor to the human driving force input to the crankshaft, the upper limit value of the output of the motor, and the output of the motor when the amount of change in the inclination angle of the human-powered vehicle, which is the inclination change amount, is greater than or equal to a second change amount, according to the control device of claim 1.

12. The inclination angle includes the pitch angle, the inclination change amount includes the pitch change amount, The control unit is configured to reduce at least one of the assist ratio, the upper limit value, and the output of the motor when the pitch change amount is greater than or equal to a second change amount, according to the control device of claim 11.

13. The second change amount is the first change amount, according to the control device of claim 11 or 12.

14. The control unit is configured to calculate the pitch angle based on the outputs of a first detection unit capable of detecting the pitch angle and a second detection unit different from the first detection unit and capable of detecting the pitch angle, according to the control device of claim 1.

15. The first detection unit includes an acceleration sensor, according to the control device of claim 14.

16. The second detection unit includes a gyro sensor, according to the control device of claim 14.

17. A control device for a human-powered vehicle, The human - powered vehicle includes a speed - changing device that changes a speed - change ratio, which is the ratio of the wheel rotation speed of the drive wheels of the human - powered vehicle to the crank rotation speed of the crankshaft of the human - powered vehicle, a motor configured to apply a propulsive force to the human - powered vehicle, a first detection unit including an acceleration sensor, and a second detection unit including a gyro sensor. The human - powered vehicle is provided with a control unit configured to control at least one of the speed - changing device and the motor. The control unit calculates an inclination angle of the human - powered vehicle based on outputs of the first detection unit and the second detection unit. When an inclination change amount, which is a change amount of the inclination angle, is greater than or equal to a third change amount, the control device is configured to execute at least one of suppression of a first speed change in which the speed - change ratio increases, reduction of an assist ratio which is a ratio of the output of the motor to the human - driving force input to the crankshaft, reduction of an upper limit value of the output of the motor, and reduction of the output of the motor.

18. The acceleration sensor is configured to detect an acceleration related to a first axis of the human - powered vehicle. The gyro sensor is configured to detect an angular velocity related to a second axis of the human - powered vehicle. The second axis is orthogonal to the first axis. The control unit according to claim 17 is configured to calculate the inclination change amount based on an estimated value of the inclination angle calculated based on the acceleration detected by the acceleration sensor and the angular velocity detected by the gyro sensor.

19. The inclination angle includes a pitch angle of the human - powered vehicle. The inclination change amount includes a pitch change amount of the pitch angle. The control unit according to claim 18 is configured to calculate the pitch change amount based on an estimated value of the pitch angle calculated based on the acceleration detected by the acceleration sensor and the angular velocity detected by the gyro sensor.

20. When the inclination angle increases and the inclination change amount is greater than or equal to the third change amount, the control unit according to claim 17 is configured to execute at least one of suppression of the first speed change, reduction of the assist ratio, reduction of the upper limit value, and reduction of the output of the motor.

21. The control unit according to claim 17 is configured to execute at least one of suppression of the first shift, reduction of the assist ratio, reduction of the upper limit value, and reduction of the output of the motor when the inclination change amount is greater than or equal to the third change amount when the inclination angle decreases.

Images