Human power driven vehicle controller, human power driven vehicle control method, and computer program

Abstract

To provide a human power driven vehicle controller, human power driven vehicle control method, and computer program capable of resetting the settings of automatic control optimized for each rider.SOLUTION: A human power driven vehicle controller includes a processor that reads information out of a memory unit and performs processing. The processor acquires input information concerning travel of a human power driven vehicle, automatically controls a device, which is installed in the human power driven vehicle, according to control data of the device based on the acquired input information, learns a rider's operation of intervening in the automatic control of the device on the basis of the input information, varies parameters concerning the automatic control, and resets the learned parameters concerning the automatic control into predefined predetermined data in the event that a predetermined requirement is satisfied.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to a human-powered vehicle control device, a human-powered vehicle control method, and a computer program. [Background technology]

[0002] As human-powered vehicles become increasingly equipped with electronics, automatic control of onboard devices, including transmissions, braking systems, and assist systems, has been realized. Information related to the automatic control of onboard devices is individually learned and optimized to suit the rider's physical characteristics, preferences, etc. (Patent Document 1, etc.). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6985217 Summary of the Invention [Problem to be solved by the invention]

[0004] If the optimization of the automatic control progresses in a direction unintended by the rider, it is desirable that the optimization of the automatic control can be reset and the learning can be repeated. As shared rides are becoming more common, it is desirable that the optimization of the automatic control can be reset when the rider changes.

[0005] An object of the present disclosure is to provide a human-powered vehicle control device, a human-powered vehicle control method, and a computer program that are capable of resetting automatic control settings that are optimized for each individual rider. [Means for solving the problem]

[0006] (1) A human-powered vehicle control device according to a first aspect of the present invention includes a processor that reads information from a memory unit and executes processing, the processor acquires input information related to the driving of the human-powered vehicle, automatically controls the device using control data for a device mounted on the human-powered vehicle, the control data being based on the acquired input information, learns rider intervention operations in the automatic control of the device based on the input information, changes parameters related to the automatic control, and, when predetermined conditions are met, resets the learned parameters related to the automatic control to predetermined data.

[0007] According to the human-powered vehicle control device of the first aspect, the automatic control settings that have been learned and changed due to an intervention operation by the rider in the automatic control of the human-powered vehicle can be reset based on a predetermined condition.

[0008] (2) A human-powered vehicle control device according to a second aspect of the present invention is the human-powered vehicle control device of the first aspect, wherein the processor determines the control data using a predetermined control algorithm based on the input information, and when the predetermined condition is satisfied, resets the parameters of the predetermined control algorithm to the predetermined data.

[0009] According to the human-powered vehicle control device of the second aspect, the settings of automatic control according to a predetermined control algorithm of the human-powered vehicle can be reset based on predetermined conditions.

[0010] (3) A human-powered vehicle control device according to a third aspect of the present invention is a human-powered vehicle control device according to the first or second aspect, wherein the processor determines the control data using a predetermined control algorithm based on the input information, and when it can be determined that the probability of the intervention operation being executed is equal to or greater than a predetermined value using an operation probability output model that outputs the probability of the rider intervening in the automatic control of the device, changes the parameters of the predetermined control algorithm, and when the predetermined condition is satisfied, resets at least one of the parameters of the operation probability output model and the parameters of the predetermined control algorithm to the predetermined data.

[0011] According to the human-powered vehicle control device of the third aspect, when the settings of the automatic control of the human-powered vehicle are changed using a learning model that predicts the probability that the rider will perform an intervention operation, the change in the settings can be reset if certain conditions are met.

[0012] (4) A human-powered vehicle control device according to a fourth aspect of the present invention is the human-powered vehicle control device of the third aspect, wherein the processor changes the parameters of the predetermined control algorithm when the probability output from the operation probability output model is equal to or greater than a predetermined value and it is determined that the intervention operation has been performed.

[0013] According to the human-powered vehicle control device of the fourth aspect, when the automatic control settings of the human-powered vehicle are changed using a learning model that predicts the probability that the rider will perform an intervention operation, if it is determined that an intervention operation has been performed, the settings are changed, thereby avoiding automatic control that is not in line with the rider's wishes.

[0014] (5) A human-powered vehicle control device according to a fifth aspect of the present invention is a human-powered vehicle control device according to the first or second aspect, wherein the processor sets the predetermined condition as a specific operation being performed on an operating unit of the human-powered vehicle, and executes a reset when the specific operation is performed.

[0015] According to the human-powered vehicle control device of the fifth aspect, the automatic control settings that have been learned and changed through rider intervention in the automatic control of the human-powered vehicle can be reset on the condition that a specific operation is performed on the operating unit.

[0016] (6) A human-powered vehicle control device according to a sixth aspect of the present invention is a human-powered vehicle control device according to the first or second aspect, wherein the input information includes the traveling speed of the human-powered vehicle, the parameters are set for each section of the traveling speed, and the processor executes a reset when it determines that the parameters in other sections should also be changed, with the predetermined condition being that not only the parameters in the section including the traveling speed of the input information are changed, but also the parameters in other sections.

[0017] According to the human-powered vehicle control device of the sixth aspect, the automatic control settings that are learned through rider intervention in the automatic control of the human-powered vehicle and that are changed according to the traveling speed can be reset. The automatic control settings can be reset on the condition that it is determined that the vehicle will reach another traveling section at a speed different from the current traveling speed.

[0018] (7) A human-powered vehicle control device according to a seventh aspect of the present invention is the human-powered vehicle control device of any one of the first to sixth aspects, wherein, when a reset is executed, the processor notifies the rider of the reset.

[0019] According to the human-powered vehicle control device of the seventh aspect, it is possible to reset the settings of the automatic control of the human-powered vehicle, and also to make the rider aware that the settings have been reset.

[0020] (8) A human-powered vehicle control device according to an eighth aspect of the present invention is the human-powered vehicle control device of the seventh aspect, wherein the display unit displays characters, colors, or brightness indicating the reset.

[0021] According to the human-powered vehicle control device of the eighth aspect, in addition to being able to reset the settings for automatic control of the human-powered vehicle, the fact that the settings have been reset can be made visually known to the rider.

[0022] (9) A human-powered vehicle control device according to a ninth aspect of the present invention is the human-powered vehicle control device of the eighth aspect, wherein the display unit is a display provided on a handlebar of the human-powered vehicle.

[0023] According to the human-powered vehicle control device of the ninth aspect, in addition to being able to reset the settings for automatic control of the human-powered vehicle, the reset can be made known to the rider on an easily visible display.

[0024] (10) A human-powered vehicle control device according to a tenth aspect of the present invention is the human-powered vehicle control device of the eighth aspect, wherein the display unit is an information terminal device for a rider of the human-powered vehicle.

[0025] According to the human-powered vehicle control device of the tenth aspect, in addition to being able to reset the settings for automatic control of the human-powered vehicle, the reset can be made known to the rider via an information terminal device that the rider uses on a daily basis.

[0026] (11) A human-powered vehicle control device according to an eleventh aspect of the present invention is the human-powered vehicle control device of any one of the first to tenth aspects, wherein the device is a transmission of the human-powered vehicle, the input information includes a crank cadence of a drive mechanism of the human-powered vehicle, and the processor increases or decreases a reference cadence, which is compared with the cadence to determine a gear ratio in the transmission, as the parameter.

[0027] According to the human-powered vehicle control device of the eleventh aspect, the parameter related to the automatic control settings that is optimized for the rider is the reference cadence for determining the gear ratio of the transmission, and any change in this reference cadence can be reset.

[0028] (12) A human-powered vehicle control device according to a twelfth aspect of the present invention is the human-powered vehicle control device of the eleventh aspect, wherein the input information includes the traveling speed of the human-powered vehicle, the reference cadence is set for each section of the traveling speed, and the processor maintains the difference between the reference cadence in the section including the traveling speed of the input information and the reference cadence in the adjacent section within a predetermined range.

[0029] According to the human-powered vehicle control device of the twelfth aspect, the parameter related to the setting of automatic control optimized for the rider is a reference cadence for determining the gear ratio of the transmission, and the reference cadence is set to differ depending on the traveling speed of the human-powered vehicle, and changes to this reference cadence can be reset.

[0030] (13) A human-powered vehicle control device according to a thirteenth aspect of the present invention is the human-powered vehicle control device of any one of the first to twelfth aspects, wherein the device is a transmission of the human-powered vehicle, the input information includes torque of a crank of a drive mechanism of the human-powered vehicle, and the processor increases or decreases, as the parameter, a reference torque to be compared with the torque for determining a gear ratio in the transmission.

[0031] According to the human-powered vehicle control device of the thirteenth aspect, the parameter related to the automatic control settings optimized for the rider is the reference torque for determining the gear ratio of the transmission, and changes to this reference torque can be reset.

[0032] (14) A human-powered vehicle control device according to a fourteenth aspect of the present invention is a human-powered vehicle control device according to any one of the first to thirteenth aspects, wherein the device is an assist device for the human-powered vehicle, the input information includes a crank cadence of a drive mechanism of the human-powered vehicle, and the processor increases or decreases a reference cadence, which is compared with the cadence to determine the output of the assist device, as the parameter.

[0033] According to the human-powered vehicle control device of the fourteenth aspect, the parameter related to the automatic control settings optimized for the rider is the reference cadence for determining the output of the assist device, and changes to this reference cadence can be reset.

[0034] (15) A human-powered vehicle control device according to a fifteenth aspect of the present invention is the human-powered vehicle control device of the fourteenth aspect, wherein the input information includes the traveling speed of the human-powered vehicle, the reference cadence is set for each section of the traveling speed, and the processor changes the reference cadence in the section including the traveling speed of the input information while maintaining the difference from the reference cadence in an adjacent section within a predetermined range.

[0035] According to the human-powered vehicle control device of the fifteenth aspect, the parameter related to the automatic control settings optimized for the rider is a reference cadence for determining the output of the assist device, and the reference cadence is set to differ depending on the traveling speed of the human-powered vehicle, and changes to this reference cadence can be reset.

[0036] (16) A human-powered vehicle control device according to a sixteenth aspect of the present invention is a human-powered vehicle control device according to any one of the first to fifteenth aspects, wherein the device is an assist device for the human-powered vehicle, the input information includes torque of a crank of a drive mechanism of the human-powered vehicle, and the processor changes, as the parameter, a reference torque to be compared with the torque for determining output in the assist device, by increasing or decreasing it.

[0037] According to the human-powered vehicle control device of the sixteenth aspect, the parameter related to the automatic control settings optimized for the rider is the reference torque for determining the output of the assist device, and the change in this reference cadence can be reset.

[0038] (17) A human-powered vehicle control method according to a seventeenth aspect of the present invention includes a computer that acquires information from a human-powered vehicle and executes processing, acquires input information related to the traveling of the human-powered vehicle, determines control data for devices mounted on the human-powered vehicle based on the acquired input information, learns rider intervention operations in automatic control of the devices based on the input information, changes parameters related to the automatic control, and, if specified conditions are met, resets the learned parameters related to the automatic control to predetermined data.

[0039] According to the human-powered vehicle control method of the seventeenth aspect, the automatic control settings that have been learned and changed by the rider's intervention in the automatic control of the human-powered vehicle can be reset based on a predetermined condition.

[0040] (18) A computer program according to an eighteenth aspect of the present invention causes a computer that acquires information from a human-powered vehicle to acquire input information related to the driving of the human-powered vehicle, determine control data for devices mounted on the human-powered vehicle based on the acquired input information, learn rider intervention operations in automatic control of the devices based on the input information, change parameters related to the automatic control, and, if specified conditions are met, reset the learned parameters related to the automatic control to predetermined data.

[0041] According to the computer program of the eighteenth aspect, the automatic control settings that have been learned and changed by the rider's intervention in the automatic control of the human-powered vehicle can be reset based on a predetermined condition. [Effects of the Invention]

[0042] According to the human-powered vehicle control device, human-powered vehicle control method, and computer program of the present invention, if the optimization underway in each human-powered vehicle control device progresses in a direction different from the rider's intention, it can be reset. The human-powered vehicle control device installed in ride-sharing human-powered vehicles can reset the settings for each rider, allowing it to learn according to each rider's preferences. [Brief explanation of the drawings]

[0043] [Figure 1] 1 is a side view of a human-powered vehicle to which a control device in a first embodiment is applied. [Figure 2] FIG. 2 is a block diagram illustrating the configuration of a control device. [Figure 3] FIG. 4 is a schematic diagram of a control algorithm for the transmission by the device control unit. [Figure 4] 10 is a flowchart illustrating an example of a procedure for changing a control parameter. [Figure 5] 10 is a flowchart illustrating an example of a procedure for resetting a control parameter. [Figure 6] FIG. 1 is a diagram illustrating a human-powered vehicle control system. [Figure 7] FIG. 10 is a block diagram illustrating the configuration of a control device in a second embodiment. [Figure 8] FIG. 2 is a block diagram illustrating the configuration of an information terminal device. [Figure 9] 10 is a flowchart showing an example of a procedure for changing a control parameter in the second embodiment. [Figure 10] 10 is a flowchart showing an example of a procedure for resetting control parameters in the second embodiment. [Figure 11] 10A and 10B are diagrams illustrating examples of displays on a display unit of an information terminal device. [Figure 12] FIG. 10 is a block diagram illustrating the configuration of a control device in a third embodiment. [Figure 13] FIG. 1 is a schematic diagram of an operation probability output model. [Figure 14] FIG. 10 is a schematic diagram showing another learning method for the operation probability output model. [Figure 15] 11 is a flowchart showing an example of a procedure for changing a control parameter in the third embodiment. [Figure 16] 11 is a flowchart showing another example of the procedure for changing the control parameters in the third embodiment. [Figure 17]11 is a flowchart showing an example of a procedure for resetting control parameters in the third embodiment. [Figure 18] FIG. 13 is a diagram showing the setting of a reference cadence in the fourth embodiment. [Figure 19] 13 is a flowchart showing an example of a procedure for changing a reference cadence in the fourth embodiment. [Figure 20] 13 is a flowchart showing an example of a procedure for changing a reference cadence in the fourth embodiment. [Figure 21] FIG. 10 is a diagram showing the setting of the reference cadence after change. [Figure 22] FIG. 11 is a schematic diagram of a control algorithm for a transmission according to a fifth embodiment. [Figure 23] 13 is a flowchart showing an example of a procedure for changing a control parameter in the fifth embodiment. [Figure 24] FIG. 13 is a schematic diagram of a control algorithm for an assist device in a sixth embodiment. [Figure 25] 13 is a flowchart showing an example of a procedure for changing a control parameter in the sixth embodiment. [Figure 26] FIG. 13 is a diagram showing the setting of a reference cadence in the seventh embodiment. [Figure 27] FIG. 13 is a schematic diagram of a control algorithm for an assist device in the eighth embodiment. [Figure 28] 13 is a flowchart showing an example of a procedure for changing a control parameter in the eighth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0044] The following explanations of each embodiment are intended to exemplify possible forms of the human-powered vehicle control device, human-powered vehicle control method, and computer program of the present invention, and are not intended to limit the forms they may take. The human-powered vehicle control device, human-powered vehicle control method, and computer program of the present invention may take forms different from those of each embodiment, such as modified versions of each embodiment, or a combination of at least two mutually consistent modified versions.

[0045] In the following description of each embodiment, terms expressing directions such as front, rear, forward, backward, left, right, side, up, and down are used based on the directions when a rider is seated in the saddle of the human-powered vehicle.

[0046] In the following embodiments, a human-powered vehicle control device according to the present invention will be referred to as a control device.

[0047] (First embodiment) FIG. 1 is a side view of a human-powered vehicle 1 to which a control device 100 according to the first embodiment is applied. The human-powered vehicle 1 is a vehicle that uses human power at least in part as its driving force. Vehicles that use only an internal combustion engine or an electric motor as their driving force are excluded from the human-powered vehicle 1 of this embodiment. The human-powered vehicle 1 is a bicycle, including, for example, a mountain bike, road bike, cross bike, city bike, or electrically assisted bike (e-bike).

[0048] The human-powered vehicle 1 includes a vehicle body 10, handlebars 12, a front wheel 14, a rear wheel 16, and a saddle 18. The human-powered vehicle 1 includes a drive mechanism 20, a device 30, an operating device 40, a battery 50, and a sensor 60.

[0049] The vehicle body 10 includes a frame 10A and a front fork 10B. A front wheel 14 is supported at the tip of the front fork 10B so as to be rotatable in the pitch direction. A rear wheel 16 is rotatably supported by the frame 10A. A handlebar 12 is supported at the frame 10A so as to be rotatable in the yaw direction. The tip of the handlebar 12 is attached to the base end of the front fork 10B. This allows the handlebar 12 to change the traveling direction of the front wheel 14.

[0050] The drive mechanism 20 includes a crank 21 , a first sprocket assembly 23 , a second sprocket assembly 25 , a chain 27 , and a pair of pedals 29 .

[0051] The crank 21 includes a crankshaft 21A, a right crank 21B, and a left crank 21C. The crankshaft 21A is supported on the frame 10A so as to be rotatable in the pitch direction. The right crank 21B and the left crank 21C are each connected to the crankshaft 21A. One of a pair of pedals 29 is supported on the right crank 21B so as to be rotatable in the pitch direction. The other of the pair of pedals 29 is supported on the left crank 21C so as to be rotatable in the pitch direction.

[0052] The first sprocket assembly 23 is coupled to the crankshaft 21A so as to be rotatable together with the crankshaft 21A. The first sprocket assembly 23 includes one or more sprockets 23A. In one example, the first sprocket assembly 23 includes multiple sprockets 23A with different outer diameters.

[0053] The second sprocket assembly 25 is rotatably supported on the rear hub of the rear wheel 16. The second sprocket assembly 25 includes one or more sprockets 25A. In one example, the second sprocket assembly 25 includes multiple sprockets 25A with different outer diameters.

[0054] The chain 27 is wound around one of the sprockets 23A of the first sprocket assembly 23 and one of the sprockets 25A of the second sprocket assembly 25. When the crank 21 rotates forward due to manual driving force applied to the pedals 29, the sprocket 23A rotates forward together with the crank 21, and the rotation of the sprocket 23A is transmitted to the sprocket 25A of the second sprocket assembly 25 via the chain 27. The rotation of the sprocket 25A rotates the rear wheel 16. A belt or a shaft may be used instead of the chain 27.

[0055] In one example, the control device 100 is mounted on the battery 50, cycle computer, drive unit, etc. of the human-powered vehicle 1. The control device 100 is connected to the device 30, the operating device 40, and the battery 50. The connection configuration and the control device 100 will be described in detail later.

[0056] The human-powered vehicle 1 is powered by power supplied from a battery 50 and includes a device 30 whose operation is controlled by a control device 100. The device 30 includes a transmission 31, a suspension 33, a seat post 35, a braking device 37, and an assist device 39. The device 30 basically operates under the control of the control device 100 in accordance with the operation of an operating device 40. The control target of the control device 100 in the device 30 is at least one of the transmission 31, the suspension 33, the seat post 35, the braking device 37, and the assist device 39.

[0057] The transmission 31 changes the ratio of the rotational speed of the rear wheel 16 to the rotational speed of the crank 21, i.e., the gear ratio of the human-powered vehicle 1. The gear ratio is expressed as the ratio of the output rotational speed output by the transmission 31 to the input rotational speed input to the transmission 31. The gear ratio can be expressed by the formula "gear ratio = output rotational speed / input rotational speed." In a first example, the transmission 31 is an external derailleur that changes the connection state between the second sprocket assembly 25 and the chain 27. In a second example, the transmission 31 is an external derailleur that changes the connection state between the first sprocket assembly 23 and the chain 27. In a third example, the transmission 31 is an internal derailleur provided in the hub of the rear wheel 16. The transmission 31 may be a continuously variable transmission.

[0058] In one example, the suspension 33 is a front suspension provided on the front fork 10B that damps shocks applied to the front wheel 14. In another example, the suspension 33 may be a rear suspension provided on the frame 10A that damps shocks applied to the rear wheel 16. The suspension 33 includes a motor, and can be controlled by rotating or locking the motor based on control data including a damping rate, a stroke amount, and whether to enter a lockout state. The suspension 33 may include either a valve for controlling an internal oil flow path or a solenoid valve, and may be controlled based on control data including a damping rate, a stroke amount, and whether to enter a lockout state.

[0059] The seat post 35 is attached to the frame 10A. The seat post 35 includes a motor that raises or lowers the saddle 18 relative to the frame 10A. The seat post 35 can be controlled by rotating the motor using control data that includes the seat position.

[0060] The braking device 37 includes a front brake device 371 configured to brake the front wheels 14, and a rear brake device 372 configured to brake the rear wheels 16. The front brake device 371 and the rear brake device 372 each include, for example, a caliper brake device or a disc brake device. The front brake device 371 and the rear brake device 372 each include a motor or the like that operates the caliper brake device or the disc brake device, and are capable of changing the braking force.

[0061] The assist device 39 is a device that assists the human-powered driving force of the human-powered vehicle 1. In one example, the assist device 39 is arranged in the drive unit. In one example, the assist device 39 is arranged in the battery 50. The assist device 39 includes a motor. In one example, the assist device 39 is interposed between the crankshaft 21A and the frame 10A, and transmits torque to the first sprocket assembly 23 to assist the human-powered driving force to the human-powered vehicle 1. In one example, the assist device 39 drives the chain 27 that transmits driving force to the rear wheel 16 of the human-powered vehicle 1 to assist the human-powered driving force to the human-powered vehicle 1.

[0062] The operating device 40 is provided, for example, on the handlebar 12. The operating device 40 includes an operating unit 40A that is operated by the rider. The operating unit 40A includes a plurality of buttons. The plurality of buttons are provided separately on the left and right handlebars. The operating unit 40A includes a brake lever. The operating unit 40A can be operated by tilting the brake levers provided on the left and right handlebars forward and backward.

[0063] The operation device 40 includes a gear shift indicator 40B. In one example, the gear shift indicator 40B is a plurality of buttons included in the operation unit 40A. In another example, the gear shift indicator 40B is a device attached to the brake lever. Each time the rider tilts the gear shift indicator 40B toward the brake lever or presses one of the plurality of buttons, at least one of switching automatic control of the transmission 31 on and off and manual operation is possible. Manual operation includes at least one of increasing the gear ratio and decreasing the gear ratio. For example, the gear shift indicator 40B receives an operation to increase or decrease the gear ratio of the first sprocket assembly 23 on the right handlebar out of the left and right handlebars. The gear shift indicator 40B receives an operation to increase or decrease the gear ratio of the second sprocket assembly 25 on the left handlebar. The gear shift indicator 40B includes a button for switching ON / OFF a synchronous setting that links the gear ratio of the first sprocket assembly 23 and the gear ratio of the second sprocket assembly 25.

[0064] The operation device 40 includes a suspension instruction device 40C. The suspension instruction device 40C is, for example, a button included in the operation unit 40A. By pressing the button corresponding to the suspension instruction device 40C, it is possible to set control data such as the damping rate and stroke of the suspension.

[0065] The operation device 40 includes a seat post indicator 40D. The seat post indicator 40D is, for example, a button included in the operation unit 40A. By pressing the button corresponding to the seat post indicator 40D, the saddle 351 can be raised and lowered.

[0066] The operation device 40 includes a brake instruction device 40E. The brake instruction device 40E is a brake lever. By operating the brake lever, it is possible to operate a caliper brake device or a disc brake device of the braking device 37.

[0067] The operation device 40 includes an assist instruction device 40F. The assist instruction device 40F is, for example, a button included in the operation unit 40A. By pressing the button corresponding to the assist instruction device 40F, the assist mode can be set to one of multiple levels (high / medium / low).

[0068] The operation device 40 is equipped with a notification unit 40G that notifies the rider of the operating status. The notification unit 40G includes a lamp and a display unit 40H that is a display. The notification unit 40G may also include a speaker. The display unit 40H is a display provided on the handlebar 12 of the human-powered vehicle 1. The operation device 40 notifies the rider of the control status of the transmission 31, suspension 33, seat post 35, braking device 37, and assist device 39 by the notification unit 40G. The operation device 40 can also notify the rider of the control content by using text, color, or brightness on the display by the notification unit 40G.

[0069] The operation device 40 is communicatively connected to the control device 100 so as to transmit a signal corresponding to the operation to the control device 100. The operation device 40 may also be communicatively connected so as to output a signal corresponding to the operation directly to the gear shifter 31, the suspension 33, the seat post 35, the braking device 37, and the assist device 39. In a first example, the operation device 40 communicates with the control device 100 via a communication line or an electric wire capable of PLC (Power Line Communication). The operation device 40 may also communicate with the gear shifter 31, the suspension 33, the seat post 35, the braking device 37, the assist device 39, and the control device 100 via a communication line or an electric wire capable of PLC. In a second example, the operation device 40 communicates with the control device 100 via wireless communication. The operation device 40 may also communicate with the gear shifter 31, the suspension 33, the seat post 35, the braking device 37, the assist device 39, and the control device 100 via wireless communication.

[0070] The battery 50 includes a battery body 51 and a battery holder 53. The battery body 51 is a storage battery including one or more battery cells. The battery holder 53 is fixed to the frame 10A of the human-powered vehicle 1. The battery body 51 is detachable from the battery holder 53. The battery 50 is electrically connected to the device 30, the operation device 40, and the control device 100, and supplies power as needed. The battery 50 preferably includes a control unit for communicating with the control device 100. The control unit preferably includes a processor using a CPU.

[0071] The human-powered vehicle 1 is equipped with sensors 60 at various locations to acquire information about the vehicle, including the rider's condition and the driving environment. The sensors 60 include a speed sensor 61, an acceleration sensor 62, a torque sensor 63, a cadence sensor 64, a gyro sensor 65, a seating sensor 66, a camera 67, and a position information sensor 68.

[0072] The speed sensor 61 is provided, for example, on the front wheel 14, and transmits a signal corresponding to the number of rotations per unit time of the front wheel 14 to the control device 100. Based on the output of the speed sensor 61, the control device 100 can calculate the vehicle speed and travel distance of the human-powered vehicle 1.

[0073] The acceleration sensor 62 is fixed to, for example, the frame 10A. The acceleration sensor 62 is a sensor that outputs vibrations of the human-powered vehicle 1 in three axes (front-rear, left-right, and up-down directions) relative to the frame 10A, and is provided to detect the movement and vibration of the human-powered vehicle 1. The acceleration sensor 62 transmits signals corresponding to the magnitude of the movement and vibration to the control device 100.

[0074] The torque sensor 63 is provided to measure, for example, the torque applied to the right crank 21B and the left crank 21C, respectively, and transmits a signal corresponding to the torque measured at at least one of the right crank 21B and the left crank 21C to the control device 100.

[0075] The cadence sensor 64 is provided to measure, for example, the cadence of either the right crank 21 B or the left crank 21 C. The cadence sensor 64 transmits to the control device 100 a signal corresponding to the measured cadence.

[0076] The gyro sensor 65 is fixed to the frame 10A, for example. The gyro sensor 65 is provided to detect the yaw, roll, and pitch rotations of the human-powered vehicle 1. The gyro sensor 65 transmits signals corresponding to the amount of rotation about each of the three axes to the control device 100. Yaw is rotation around an axis in the up-down direction. Roll is rotation around an axis in the front-to-rear direction. Pitch is rotation around an axis in the left-to-right direction.

[0077] The seating sensor 66 is provided on the inner surface of the saddle 351 so as to measure whether or not a rider is seated on the saddle 351. The seating sensor 66 uses, for example, a piezoelectric sensor, and transmits a signal corresponding to the weight applied to the saddle 351 to the control device 100.

[0078] The camera 67 is mounted on the front fork 10B facing forward. In a first example, the camera 67 is mounted on the front fork 10B together with a light facing forward. In a second example, the camera 67 is mounted on the handlebar 12. The camera 67 outputs an image corresponding to the rider's field of view using a camera module. The camera 67 outputs a video signal capturing an image of an object present in the traveling direction.

[0079] The position information sensor 68 is fixed to the frame 10A, for example. The position information sensor 68 is provided to detect information related to the position of the human-powered vehicle 1. For example, the position information sensor 68 is provided to detect information related to the longitude and latitude of the human-powered vehicle 1 on Earth. For example, the position information sensor 68 is a GPS sensor. The position information sensor 68 transmits a signal corresponding to information related to the position of the human-powered vehicle 1 to the control device 100.

[0080] The sensor 60 does not necessarily have to include all of the speed sensor 61, acceleration sensor 62, torque sensor 63, cadence sensor 64, gyro sensor 65, seating sensor 66, camera 67, and position information sensor 68.

[0081] 2 is a block diagram illustrating the configuration of the control device 100. The control device 100 includes a processing unit 110 and a storage unit 112.

[0082] The processing unit 110 is a processor that uses a CPU. The processing unit 110 uses built-in memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory). The processing unit 110 is a processor that executes processing by reading information from the memory and the storage unit 112. The processing unit 110 executes processing by separating the functions into a device control unit 114, a parameter change unit 116, and a reset unit 118.

[0083] The device control unit 114 executes automatic control processing. The device control unit 114 acquires input information related to the traveling of the human-powered vehicle 1 from the sensor 60. The device control unit 114 controls the device 30 using control data for the device 30 mounted on the human-powered vehicle 1 in accordance with the device control program P14. The control data is determined based on the acquired input information. The device control unit 114 determines the control data using a predetermined control algorithm based on the acquired input information. The device control unit 114 controls the operation of the control target mounted on the human-powered vehicle 1 based on the determined control data in accordance with the device control program P14.

[0084] The parameter change unit 116 changes the parameters used in a predetermined control algorithm in accordance with at least one of the results of the rider's intervention in the automatic control by the device control unit 114 and the results of the rider's operation on the operating device 40 while the automatic control by the device control unit 114 is stopped.

[0085] The reset unit 118 resets the parameters relating to automatic control, which have been changed by the parameter change unit 116 through learning, to predetermined data when a predetermined condition is satisfied.

[0086] The details of the processing performed by the device control unit 114, parameter change unit 116, and reset unit 118 will be described later.

[0087] The storage unit 112 includes, for example, a non-volatile memory such as a flash memory. The storage unit 112 stores a device control program P14 and a setting change program P16. The device control program P14 and the setting change program P16 may be the device control program P94 and the setting change program P96 stored in the non-transitory storage medium 900, respectively, that have been read by the processing unit 110 and copied to the storage unit 112.

[0088] The storage unit 112 rewritably stores parameters related to automatic control based on the device control program P14. The contents of the parameters related to automatic control will be described later.

[0089] The processing unit 110 communicates with the controlled object. The processing unit 110 itself may have a communication unit (not shown) for the controlled object, or the processing unit 110 may be connected to a communication unit for the controlled object provided inside the control device 100. The processing unit 110 preferably has a connection unit for connecting to the controlled object or the communication unit.

[0090] It is preferable that the processing unit 110 communicates with the control target by at least one of PLC and CAN communication. The communication that the processing unit 110 performs with the control target is not limited to wired communication, but may be wireless communication such as ANT (registered trademark), ANT+ (registered trademark), Bluetooth (registered trademark), WiFi (registered trademark), ZigBee (registered trademark), etc.

[0091] The processing unit 110 is connected to the sensor 60 via a signal line. The processing unit 110 acquires input information related to the running of the human-powered vehicle 1 from the signal output by the sensor 60 via the signal line.

[0092] The following describes the control performed by the control device 100 configured as described above. In the human-powered vehicle 1, the rider can switch ON / OFF the automatic control of the device 30 provided in the operation device 40, and can manually operate the device 30 whether the automatic control is ON or OFF (intervening when the automatic control is ON).

[0093] When automatic control is ON, the processing unit 110 of the control device 100 determines control data using the function of the device control unit 114, and provides the control data to the device 30 to control the device 30. In accordance with the device control program P14, the processing unit 110 determines the control data based on a comparison between input information input by the sensor 60 and setting data stored in the storage unit 112. In the following description, the transmission 31 is used as the controlled object.

[0094] When automatic control is ON, the control device 100 determines the gear ratio and controls the transmission 31 depending on which range the cadence obtained by the cadence sensor 64 falls within, as compared with a parameter set between an upper limit and a lower limit. Specifically, the control device 100 determines the gear ratio and controls the transmission 31 so that the cadence during riding stays close to a reference cadence set between the upper limit and the lower limit (FIG. 3).

[0095] When automatic control is ON, the control device 100 may determine the number of front and rear gears in the transmission 31 when it determines that the speed obtained by the speed sensor 61 is the start time of transitioning from a stopped state to a state in which driving begins, and control the transmission 31.

[0096] When automatic control is ON, the control device 100 may determine the gear ratio and control the transmission 31 depending on which range the torque obtained from the torque sensor 63 falls within when compared with the upper and lower limit parameters.

[0097] When automatic control is ON, the control device 100 may determine the gear ratio and control the transmission 31 depending on which range the power calculated based on the cadence obtained from the cadence sensor 64 and the torque obtained from the torque sensor 63 falls within when compared with upper and lower limit parameters.

[0098] FIG. 3 is a schematic diagram of a control algorithm for the transmission 31 by the device control unit 114. The schematic diagram in FIG. 3 illustrates an example of a control algorithm that controls the cadence of the crank 21 during riding so that it remains near a reference cadence set between an upper limit and a lower limit. FIG. 3 shows the criteria for changing the gear ratio in response to the cadence obtained from the cadence sensor 64. The vertical axis indicates the magnitude of the cadence. The higher the position in FIG. 3, the greater the cadence. The device control unit 114 determines the gear ratio by comparing the cadence with a threshold value included in the setting data. For example, if the cadence obtained from the cadence sensor 64 reaches or exceeds a first threshold value that is greater than the reference cadence, the device control unit 114 determines to change the gear ratio to the larger gear ratio side OW (Outward). Conversely, when the cadence obtained from the cadence sensor 64 reaches or falls below a second threshold value that is lower than the reference cadence, the device control unit 114 determines to change the gear ratio to the smaller gear ratio side IW (Inward). Even after the gear ratio is changed, the device control unit 114 controls the cadence so that it remains near the reference cadence.

[0099] The storage unit 112 of the control device 100 stores the above-mentioned reference cadence, first threshold value, and second threshold value as rewritable parameters. The parameter change unit 116 updates these parameters as necessary. FIG. 4 is a flowchart showing an example of a control parameter change procedure. The parameter change unit 116 executes the following processing based on the setting change program P16 while automatic control is being performed by the device control unit 114.

[0100] The parameter change unit 116 acquires input information from the sensor 60 (step S101), waits for a predetermined time (for example, 1 to 3 seconds) (step S103), and determines whether the gear shift indicator 40B has been operated (step S105).

[0101] In step S101, the parameter change unit 116 continues to buffer in RAM the most recent data corresponding to a predetermined period (for example, 5 seconds) of input information such as cadence, torque, vehicle speed, acceleration, and tilt that can be acquired from the sensor 60.

[0102] If it is determined that the gear shift indicator 40B has been operated (S105: YES), the parameter change unit 116 determines whether an operation opposite to the operation in step S105 has been performed on the gear shift indicator 40B immediately thereafter (for example, within 2 seconds) (step S107).

[0103] If it is determined that the reverse operation has not been performed (S107: NO), the parameter change unit 116 determines that an intervening operation has been performed (operation present) (step S109). At the stage when it is determined in step S107 that the reverse operation has not been performed, input information after a predetermined time has elapsed may be acquired.

[0104] The parameter change unit 116 determines whether the cadence acquired from the cadence sensor 64 is equal to or greater than the reference cadence (step S111). If it is determined that the cadence is equal to or greater than the reference cadence (S111: YES), the cadence is increasing and the rider intends to change the gear ratio. Therefore, to facilitate control to increase (heavier) the gear ratio at that cadence, the parameter change unit 116 lowers the reference cadence, which is one of the parameters related to automatic control (step S113). In step S113, the parameter change unit 116 may lower the first threshold (upper limit) instead of lowering the reference cadence. The processing unit 110 then ends the process of changing the parameters related to automatic control.

[0105] If it is determined in step S111 that the cadence is less than the reference cadence (S111: NO), and the rider intends to change the gear ratio while the cadence is descending, the parameter change unit 116 increases the reference cadence, which is one of the parameters related to automatic control, to facilitate control to reduce (lighten) the gear ratio at that cadence (step S115). In step S115, the parameter change unit 116 may increase the second threshold (lower limit) instead of increasing the reference cadence. The processing unit 110 then ends the process of changing the parameters related to automatic control.

[0106] The parameter change unit 116 may discretely lower the reference cadence in step S113 and raise the reference cadence in step S115 instead of continuously changing the reference cadence by adding +1 rpm (Revolutions Per Minute). If the reference cadence is initially 75 rpm, the parameter change unit 116 lowers the cadence from "75" to "70."

[0107] If it is determined in step S105 that the gear shift indicator device 40B has not been operated (S105: NO), or if it is determined in step S107 that a reverse operation has been performed (S107: YES), it is determined that no intervening operation has been performed (no operation) (step S117), and the parameter change unit 116 ends the processing.

[0108] In this way, the automatic control by the device control unit 114 is optimized to match the rider's intention to drive the human-powered vehicle 1 according to the situation. The parameters related to automatic control changed by the parameter change unit 116 described above are at least one of the reference cadence, the first threshold value, and the second threshold value. However, the parameter change unit 116 may change (re-learn) a learning model that has been trained to output control data when input information is input, so as to be optimized for the rider.

[0109] The control device 100 changes the parameters as shown in Fig. 4, but resets the learned parameters related to the automatic control to predetermined data when a predetermined condition is met. In the first embodiment, the control device 100 sets the predetermined condition to a specific operation on the operation unit 40A by the reset unit 118, and executes the reset when the specific operation is performed. The predetermined condition is not limited to this.

[0110] 5 is a flowchart showing an example of a processing procedure for resetting control parameters. The reset unit 118 executes the following processing at a predetermined cycle (for example, 100 milliseconds, 1 second, etc.) based on the setting change program P16, in conjunction with the setting change by the parameter change unit 116, which is executed in parallel with the automatic control by the device control unit 114.

[0111] The reset unit 118 determines whether a specific first button included in the operation unit 40A is continuously pressed (step S201), and also determines whether a specific second button is continuously pressed (step S203).

[0112] When reset unit 118 determines that the specific first button is being continuously pressed (S201: YES) and also determines that the specific second button is being continuously pressed (S203: YES), reset unit 118 increments the duration of both buttons being pressed (step S205). In step S205, reset unit 118 may increment the actual time corresponding to a predetermined cycle, or may simply increment a count corresponding to the number of times it is determined that both buttons are being continuously pressed, in predetermined units.

[0113] If it is determined in step S201 that the specific first button is not being pressed continuously (S201: NO), reset unit 118 clears the both-button-press duration to zero (step S207) and terminates the process. Even if the specific first button is being pressed continuously (S201: YES), if it is determined in step S203 that the specific second button is not being pressed continuously (S203: NO), reset unit 118 clears the both-button-press duration to zero (S207) and terminates the process.

[0114] The reset unit 118 determines that both the first button and the second button are being pressed continuously (S201: YES, S203: YES), and determines whether the duration of pressing both buttons added together in step S205 is equal to or longer than the predetermined reset time (step S209).

[0115] If it is determined that the duration of double-pressing is equal to or longer than the reset time (S209: YES), the reset unit 118 resets the parameters related to automatic control to predetermined data (step S211). In step S211, the reset unit 118 resets the reference cadence to a predetermined value stored in the storage unit 112. The reset unit 118 may also reset the first threshold value and the second threshold value to initial values ​​stored in the storage unit 112, along with the reference cadence.

[0116] When the reset unit 118 executes the reset, it notifies the rider of the reset by the notification unit 40G (step S213). In step S213, the reset unit 118 displays characters, color, or brightness indicating the reset on the display of the notification unit 40G. In step S213, the reset unit 118 may cause the color of an indicator such as a lamp or LED to glow green, for example, or may control the brightness of the lamp or LED to blink, in order to notify the rider of the reset.

[0117] After the reset notification, the reset unit 118 clears the double-press duration to zero (S207) and ends the reset process.

[0118] If it is determined that the duration of double-pressing is less than the reset time (S209: NO), the reset unit 118 ends the process and waits until the next cycle comes.

[0119] The predetermined condition for reset by the reset unit 118 shown in FIG. 5 is not limited to a predetermined operation on the operation unit 40A as described above. It may also be whether a reset button is provided on the operation unit 40A and the reset button is pressed. For example, the predetermined condition may be when the human-powered vehicle A has been stopped for a predetermined period of time, such as several days or one week. The predetermined condition may also be when a change in rider is detected. The change in rider may be detected when the weight detectable by the seat sensor 66 is different, or the reset unit 118 may determine that the predetermined condition is met and perform a reset when a change in rider is received on the operation unit 40A.

[0120] Through the above-described processing, the parameters optimized (learned) to suit the rider in the human-powered vehicle 1 can be reset when a specified operation is performed. A reset is possible if the rider riding the human-powered vehicle 1 no longer wishes to optimize the parameters. When another rider rides the human-powered vehicle 1 and starts driving, the parameters related to automatic control that have been learned up to that point can be reset.

[0121] The control device 100 notifies the rider of the reset by the notification unit 40G, so that the rider can recognize that the automatic control has been reset.

[0122] (Second embodiment) In the second embodiment, the reset operation is performed by an information terminal device carried by the rider, and the reset notification is also sent to the information terminal device.

[0123] The configuration of the human-powered vehicle 1 and the configuration of the control device 100 of the second embodiment are the same as those of the first embodiment, except for the processing procedures described below. Therefore, the common configuration of the human-powered vehicle 1 and the control device 100 of the second embodiment will be assigned the same reference numerals as those of the first embodiment, and detailed explanations will be omitted.

[0124] 6 is a diagram showing a human-powered vehicle control system 300. The human-powered vehicle control system 300 includes a control device 100 mounted on each human-powered vehicle 1, an information terminal device 7 used by the rider, and a server device 8 that transmits and receives data to and from the information terminal device 7. The information terminal device 7 may be attached to the rider himself or may be included in his or her belongings. The information terminal device 7 may also be provided on the handlebars 12 of the human-powered vehicle 1.

[0125] As shown in FIG. 6 , the control device 100 of the second embodiment can communicate with an information terminal device 7 via a wireless communication device 120. The information terminal device 7 can communicate with a server device 8 via a communication network N. The communication network N is composed of communication lines such as 3G, 4G, 5G, LTE, WAN, LAN, internet lines, dedicated lines, and satellite lines, as well as communication facilities such as base stations. The information terminal device 7 is, for example, a smartphone or cycle computer used by the rider of the human-powered vehicle 1, and can also function as a user interface for inputting instructions from the rider and outputting information to the rider. In other words, the information terminal device 7 carried by the rider may be used as the operation unit 40A.

[0126] The control device 100 may output the control-related parameters changed by the parameter change unit 116 to the server device 8 via the rider's information terminal device 7, in association with a rider ID that identifies the rider, and store the output. This makes it possible to apply the parameters changed for the rider to other powered vehicles 1.

[0127] FIG. 7 is a block diagram illustrating the configuration of a control device 100 according to the second embodiment. In the second embodiment, the processing unit 110 of the control device 100 can communicate with the information terminal device 7 of the lidar via a wireless communication device 120 having an antenna. The wireless communication device 120 may be built into the control device 100. The wireless communication device 120 is a device that realizes communication via the Internet. The wireless communication device 120 may be a device for wireless communication such as ANT (registered trademark), ANT+ (registered trademark), Bluetooth (registered trademark), WiFi (registered trademark), ZigBee (registered trademark), or LTE (Long Term Evolution). The wireless communication device 120 may be compliant with a communication network such as 3G, 4G, 5G, LTE (Long Term Evolution), WAN (Wide Area Network), LAN (Local Area Network), Internet line, dedicated line, or satellite line.

[0128] FIG. 8 is a block diagram illustrating the configuration of the information terminal device 7. The information terminal device 7 includes a processing unit 70, a storage unit 72, a display unit 74, and a communication unit 78. The information terminal device 7 is, for example, a smartphone or a tablet terminal. The information terminal device 7 is not limited to a smartphone or a tablet terminal, as long as it includes a processing unit, a display unit (operation unit), and a communication unit and is linked to the human-powered vehicle 1. The information terminal device 7 may also be at least one of a personal computer, a wearable device, and a cycle computer.

[0129] The processing unit 70 is a processor that uses a CPU. The processing unit 70 uses built-in memories such as ROM and RAM. The processing unit 70 controls communication with the control device 100 of the human-powered vehicle 1 in accordance with an application program P7, which will be described later.

[0130] The storage unit 72 includes, for example, a non-volatile memory such as a flash memory. The storage unit 72 stores an application program P7. The application program P7 may be an application program P2 stored in the non-transitory storage medium 200 that is read by the processing unit 70 and copied to the storage unit 72, or may be an application program P7 that has been downloaded via a public network.

[0131] The display unit 74 is a display device such as a liquid crystal panel or an organic EL display. The display unit 74 displays information output from the processing unit 70. In the first embodiment, the display unit 74 displays a screen for accepting settings for the human-powered vehicle 1 based on the application program P7.

[0132] The display unit 74 includes an operation unit 76, which is an interface that accepts user operations. In this embodiment, the operation unit 76 is a touch panel device included in the display unit 74. The operation unit 76 may be a physical button, a touch panel device built into the display, a speaker, a microphone, etc.

[0133] The communication unit 78 has an antenna and can communicate wirelessly with the control device 100. The communication unit 78 is a device compatible with the wireless communication device 120 that complies with a protocol that enables communication with the control device 100.

[0134] In the second embodiment, when the control device 100 is started up, it establishes a wireless communication connection with the information terminal device 7 via the wireless communication device 120 and executes processing. Fig. 9 is a flowchart showing an example of a control parameter change procedure in the second embodiment. Of the processing procedures shown in Fig. 9, steps that are common to the processing procedures shown in Fig. 4 of the first embodiment are assigned the same step numbers and detailed descriptions thereof will be omitted.

[0135] In the second embodiment, when the control device 100 lowers the reference cadence, which is one of the parameters related to automatic control (S113), it notifies the information terminal device 7 of the change via the wireless communication device 120 (step S131). When the control device 100 raises the reference cadence (S115), it also notifies the information terminal device 7 of the change via the wireless communication device 120 (step S133). The content of the notification to the information terminal device 7 may be, for example, text such as "The gearbox parameters have been changed," or may be colored blue when ascending and red when descending.

[0136] Fig. 10 is a flowchart showing an example of a processing procedure for resetting control parameters in the second embodiment. Of the processing procedures shown in Fig. 10, steps common to the processing procedures shown in Fig. 5 of the first embodiment are assigned the same step numbers, and detailed descriptions thereof will be omitted.

[0137] In the second embodiment, when the reset unit 118 resets the parameters related to automatic control to predetermined data (S211), it causes the display unit 74 of the rider's information terminal device 7 to display predetermined characters, color, or brightness to notify the rider of the reset (step S221). In step S221, the reset unit 118 displays characters such as "Transmission parameters have been reset" (see FIG. 11).

[0138] FIG. 11 is a diagram showing an example of a display on the display unit 74 of the information terminal device 7. The information terminal device 7 is fitted into a holder attached to the handlebar 12. As explained with reference to FIG. 10, the display unit 74 of the information terminal device 7 displays the text "Transmission parameters have been reset," along with a color and graphic, such as blue if the parameters are increasing or red if they are decreasing. In FIG. 11, the blue and red colors are indicated by different hatching. In FIG. 11, text is displayed indicating that the lower limit or reference cadence of the transmission 31 is increasing, making it easier for control to reduce the gear ratio (control to make it lighter) to be performed. In this way, not only can the automatic control settings for the human-powered vehicle 1 be reset, but the rider can also be made aware that the reset has been performed.

[0139] (Third embodiment) In the third embodiment, the control device 100 uses an operation probability output model M1 as the parameter change unit 116, which outputs a probability indicating whether the rider will feel like driving manually rather than automatically while the human-powered vehicle 1 is traveling, and indicates the possibility that operation will be performed, and changes the parameters if the probability is high.

[0140] The configuration of the human-powered vehicle 1 and the configuration of the control device 100 of the third embodiment are the same as those of the human-powered vehicle 1 and the control device 100 of the first embodiment, except for the processing procedures described below. Therefore, common components of the human-powered vehicle 1 and the control device 100 of the third embodiment are assigned the same reference numerals as those of the first embodiment, and detailed descriptions thereof will be omitted. In the third embodiment, the control target of the device control unit 114 will also be described as the transmission 31, and the parameter change unit 116 will be described as changing the reference cadence, the first threshold value, and the second threshold value. However, the control target and parameters are not limited to this.

[0141] 12 is a block diagram illustrating the configuration of the control device 100 in the third embodiment. In the third embodiment, the processing unit 110 stores an operation probability output model M1 in the storage unit 112. The operation probability output model M1 may be an operation probability output model M9 stored in a non-transitory storage medium 900 that is read by the processing unit 110 and copied into the storage unit 112.

[0142] 13 is a schematic diagram of the operation probability output model M1. The operation probability output model M1 is a learning model that is learned by supervised deep learning using a neural network (hereinafter referred to as NN). The operation probability output model M1 may be a model that is learned by a recurrent neural network. The operation probability output model M1 is learned by the function of the learning unit of the processing unit 110 so as to output the "probability that the rider will intervene in the next few seconds" when input information related to the traveling of the human-powered vehicle 1 acquired by the sensor 60 is input.

[0143] The operation probability output model M1 comprises an input layer M11 that receives input information, an output layer M12 that outputs the probability of a rider intervening, and a middle layer M13 that includes a group of nodes consisting of one or more layers. The middle layer M13, which is connected to the output layer M12, is a coupling layer that aggregates a large number of nodes into the number of nodes in the output layer M12. The output layer M12 has one node. Each node in the middle layer M13 has parameters including at least one of a weight and a bias in relation to the nodes in the previous layer. The operation probability output model M1 is trained using training data that includes input information acquired from sensors 60, such as cadence, torque, traveling speed, acceleration, and tilt, while the human-powered vehicle 1 is traveling, and output labels (0: no, 1: yes) indicating whether the rider intervened in the transmission 31 a predetermined time after the input information was acquired. The operation probability output model M1 is trained by backpropagating the error between the numerical value output from the output layer M12 when input information from the teacher data is input to the input layer M11 and the label associated with the input information in the teacher data to the intermediate layer M13, and updating the parameters in the nodes of the intermediate layer M13.

[0144] The operation probability output model M1 may not only directly input input information such as cadence, torque, running speed, acceleration, and tilt that can be acquired from the sensor 60 at each point in time to the input layer M11, but also input the amount of change over the last few seconds (for example, 2 seconds). The operation probability output model M1 may be trained by the RNN so as to output operation probabilities while also being influenced by input information that was input in the past.

[0145] The operation probability output model M1 may be trained using a value corresponding to the rider's discomfort level a predetermined time after the input information is acquired as an output label. FIG. 14 is a schematic diagram showing another training method for the operation probability output model M1. As shown in FIG. 14, like the operation probability output model M1 shown in FIG. 13, the operation probability output model M1 is trained to output the "probability that the rider will intervene in a few seconds" when input information related to the traveling of the human-powered vehicle 1 acquired by the sensor 60 is input. The operation probability output model M1 of another example shown in FIG. 14 is trained using training data that includes input information that can be acquired from the sensor 60, such as cadence, torque, traveling speed, acceleration, and tilt, and a value (0 to 1) corresponding to the rider's discomfort level a predetermined time after the input information is acquired, as a label. The operation probability output model M1 shown in Figure 14 is trained by backpropagating the error between the numerical value (0 to 1) output from the output layer M12 when input information from the training data is input to the input layer M11 and the discomfort level label (0 to 1) corresponding to the input information in the training data to the intermediate layer M13, and updating the parameters in the nodes of the intermediate layer M13.

[0146] The rider's discomfort level is calculated based on at least one of the magnitude of the cadence of the human-powered vehicle 1, the magnitude of torque, the rider's seated state, and the rider's biological information. The processing unit 110, functioning as a learning unit, calculates a higher discomfort level the greater the cadence, the greater the torque, and the higher the discomfort level when the rider is not seated. This is because if the rider is not seated, i.e., standing up, it is impossible to continue pedaling the human-powered vehicle 1 without exerting considerable force. The processing unit 110 calculates a high discomfort level when the rider is not seated and when at least one of the traveling speed, cadence, and torque is lower than a predetermined threshold. This is because if the rider is not seated and the traveling speed or pedal input is lower than a predetermined threshold, it is highly likely that the rider has dismounted from the human-powered vehicle 1. The processing unit 110, functioning as a learning unit, may calculate a higher discomfort level the greater the pulse rate or blood flow. The processing unit 110 may derive the discomfort level using a function that calculates the discomfort level using at least one of cadence, torque, seating status, and biological information as variables. The processing unit 110 may derive a higher discomfort level the lower the stability of the human-powered vehicle 1. The processing unit 110 may derive a lower stability of the human-powered vehicle 1 the greater the tilt of the human-powered vehicle 1 calculated by at least one of the acceleration sensor 62 and the gyro sensor 65.

[0147] By using the learning method shown in Figure 14, even if the rider feels uncomfortable with the automatic control by the device control unit 114 but does not actually operate it, the level of discomfort can be set as a label corresponding to the likelihood of performing an intervention operation, and the operation probability output model M1 can be learned.

[0148] 13 or 14 needs to be learned for each rider, and is therefore stored in the storage unit 112 in a state where it has been learned to a certain extent before shipping the control device 100. The parameter change unit 116, as a learning unit of the control device 100, proceeds with learning of the operation probability output model M1 for each rider after the human-powered vehicle 1 is shipped and purchased.

[0149] By using the learned operation probability output model M1, the parameter modification unit 116 becomes able to predict whether the rider will perform an intervening operation in the next few seconds, based on input information corresponding to the traveling state of the human-powered vehicle 1. The parameter modification unit 116 determines control data using a control algorithm such as that shown in FIG. 3 of the first embodiment, based on input information obtained from the sensor 60. The parameter modification unit 116 uses the learned operation probability output model M1 to modify the parameters of a predetermined control algorithm when it can determine that the probability that the rider will perform an intervening operation in response to automatic control of the transmission 31 is equal to or greater than a predetermined value.

[0150] 15 is a flowchart showing an example of a procedure for changing control parameters in the third embodiment. The parameter change unit 116 executes the following processing based on the setting change program P16 while automatic control is being performed by the device control unit 114.

[0151] The parameter modification unit 116 acquires input information from the sensor 60 (step S401), and inputs the acquired input information to the trained operation probability output model M1 (step S403). The parameter modification unit 116 acquires operation probabilities from the operation probability output model M1, and stores them in chronological order (step S405).

[0152] The parameter modification unit 116 determines whether the operation probability acquired from the operation probability output model M1 stored in step S405 is equal to or greater than a predetermined value (step S407). If it is determined that the operation probability is equal to or greater than the predetermined value (S407: YES), the parameter modification unit 116 determines whether the cadence is equal to or greater than the reference cadence (step S409).

[0153] If it is determined that the cadence is equal to or greater than the reference cadence (S409: YES), the parameter change unit 116 lowers the reference cadence, which is one of the parameters for determining the gear ratio of the transmission 31 (step S411). In step S411, the parameter change unit 116 may lower the first threshold (upper limit) instead of lowering the reference cadence. The parameter change unit 116 may notify the user through the notification unit 40G that the parameter has been changed. The parameter change unit 116 then ends the parameter change process.

[0154] If it is determined in step S409 that the cadence is less than the reference cadence (S409: NO), the parameter change unit 116 increases the reference cadence, which is one of the parameters for determining the gear ratio of the transmission 31 (step S413). In step S411, the parameter change unit 116 may increase the second threshold (lower limit) instead of increasing the reference cadence. The parameter change unit 116 may cause the notification unit 40G to notify that the reference cadence has been increased. The parameter change unit 116 ends the parameter change process.

[0155] If it is determined in step S407 that the operation probability is less than the predetermined value (S407: NO), the parameter change unit 116 ends the process because the possibility of an intervention by the rider is low.

[0156] The parameter change unit 116 may change the parameters after confirming that an intervening operation has definitely been performed. The parameter change unit 116 changes the parameters when the probability output from the operation probability output model M1 is equal to or greater than a predetermined value and it is determined that an intervening operation has been performed. Figure 16 is a flowchart showing another example of the control parameter change procedure in the third embodiment. Of the processing procedure shown in Figure 16, steps that are common to the processing procedure shown in Figure 15 are assigned the same step numbers and detailed descriptions thereof will be omitted.

[0157] In another example, the parameter change unit 116 acquires and stores the operation probability from the operation probability output model M1 (S405), and then determines whether the operation probability is definitely greater than or equal to a predetermined value and whether an intervention operation has been confirmed by the gear shift indicator device 40B (step S427).

[0158] The process of determining whether or not the operation probability obtained from the operation probability output model M1 in step S427 is definitely equal to or greater than a predetermined value is executed, for example, by the parameter modification unit 116, depending on whether or not the probability output from the operation probability output model M1 is a peak in a time series and is equal to or greater than a predetermined value. For example, when the parameter modification unit 116 determines that the operation probability stored in time series in step S405 is the highest within a predetermined period, such as 3 to 5 seconds, and is, for example, 40% or greater, it determines that the operation probability is definitely equal to or greater than a predetermined value.

[0159] The determination process of whether an intervening operation has been confirmed by the gear shift indicator 40B in step S427 is executed by the parameter change unit 116 depending on whether an intervening operation has been made by the rider to the gear shift indicator 40B with respect to the gear change device 31 and whether a different intervening operation (a reverse intervening operation) has been made to the gear shift indicator 40B within a predetermined time period since that intervening operation (see step S117 in FIG. 4). For example, if an intervening operation has been made to the gear shift indicator 40B after acquiring the input information in step S101, the parameter change unit 116 can determine that the intervening operation has been confirmed if it is determined that a reverse intervening operation has not been made within one second.

[0160] If it is determined that the operation probability obtained from the operation probability output model M1 is definitely greater than or equal to a predetermined value and that the intervention operation has been confirmed by the gear shift indicator device 40B (S427: YES), the parameter change unit 116 proceeds to step S409.

[0161] In step S427, if it is not certain that the operation probability is equal to or greater than the predetermined value, or if the intervention operation by the gear shift indicator device 40B is not confirmed (S427: NO), the parameter change unit 116 ends the process without doing anything.

[0162] Even when changing parameters using the operation probability output model M1 according to the processing procedure shown in FIG. 15 or FIG. 16, the parameter changing unit 116 resets the parameters of a predetermined control algorithm to predetermined data if a predetermined condition is satisfied, as shown in FIG. 5 of the first embodiment. The parameter changing unit 116 in the third embodiment may reset the parameters of the operation probability output model M1 learned for the rider to predetermined data. FIG. 17 is a flowchart showing an example of a processing procedure for resetting control parameters in the third embodiment. Of the processing procedure shown in FIG. 17, steps common to the processing procedure shown in FIG. 5 of the first embodiment are assigned the same step numbers, and detailed description thereof will be omitted.

[0163] In parallel with the automatic control by the device control unit 114 and in conjunction with the setting change by the parameter change unit 116, the reset unit 118 executes the following processing based on the setting change program P16 at a predetermined cycle (for example, 100 milliseconds, 1 second, etc.).

[0164] If it is determined in step S209 that the duration of double-pressing is equal to or longer than the reset time (S209: YES), the reset unit 118 resets the parameters of the operation probability output model M1 to predetermined parameters (step S221). In step S221, the reset unit 118 stores a copy of the parameters of the operation probability output model M1 that were stored in the memory unit 112 before shipping of the control device 100 and that are in an initial state or that have been learned to some extent, and uses these as the predetermined parameters.

[0165] The reset unit 118 issues a notification after the reset (S213) and clears the double-press duration to zero (S207), and then ends the process.

[0166] In this way, the reference cadence is adjusted to reliably match the rider's intention to operate the human-powered vehicle 1 according to the situation, the automatic control by the device control unit 114 is more appropriately optimized, and it can be reset according to specific operations.

[0167] (Fourth embodiment) In the fourth embodiment, the control device 100 sets parameters related to automatic control for each travel speed section, and when changing the parameters related to automatic control, controls them to balance with parameters in other travel speed sections. In the fourth embodiment, the control target of automatic control is the transmission 31, and the parameters for the gear ratio of the transmission 31 are changed and optimized based on the rider's intervention operation, and the parameters are reset.

[0168] The configuration of the human-powered vehicle 1 and the configuration of the control device 100 of the fourth embodiment are the same as those of the human-powered vehicle 1 and the control device 100 of the first embodiment, except for the processing procedures described below. Therefore, the common configuration of the human-powered vehicle 1 and the control device 100 of the fourth embodiment is given the same reference numerals as in the first embodiment, and detailed explanations will be omitted.

[0169] FIG. 18 is a diagram showing the setting of the reference cadence in the fourth embodiment. In FIG. 18, the horizontal axis represents running speed, and the vertical axis represents the magnitude of the reference cadence. In FIG. 18, the reference cadence is indicated by a thick line. For each running speed section, the reference cadence and upper and lower limit values ​​surrounding the reference cadence are stored in the storage unit 112. In the example of FIG. 18, the reference cadence is stored in the storage unit 112 so that it increases stepwise for each running speed section: a section from 0 km / h to 20 km / h, a section from 20 km / h to 25 km / h, a section from 25 km / h to 30 km / h, and a section with a running speed of 30 km / h or higher.

[0170] In the fourth embodiment, the parameter change unit 116 of the control device 100 changes the reference cadence set for each section of the running speed shown in Figure 18 while maintaining the difference from the reference cadence in the adjacent section within a predetermined range.

[0171] The parameter change unit 116 of the control device 100 of the fourth embodiment executes the same processing as the processing procedure shown in Fig. 4 of the first embodiment to raise or lower the reference cadence. In the processing of steps S113 and S115, the parameter change unit 116 of the control device 100 of the fourth embodiment changes parameters based on the section-by-section criteria for running speed shown in Fig. 18.

[0172] 19 is a flowchart showing an example of a procedure for changing the reference cadence in the fourth embodiment. The procedure shown in FIG. 19 shows the procedure for lowering the reference cadence. The procedure shown in FIG. 19 corresponds to details of the procedure of step S113 of the procedure shown in FIG. 4.

[0173] The parameter change unit 116 determines whether the value after lowering the reference cadence is within a range equal to or greater than a second threshold, which is the lower limit of the running speed section included in the input information (step S301). If it is determined that the value after lowering is within a range equal to or greater than the second threshold (S301: YES), the parameter change unit 116 determines whether the difference between the value after lowering and the reference cadence in the adjacent running speed section is within a predetermined difference range (step S303).

[0174] In step S303, if the parameter change unit 116 determines that the difference between the reduced value and the reference cadence in the adjacent running speed section is within a predetermined difference range (S303: YES), it reduces the reference cadence of the running speed included in the input information by a predetermined value (e.g., 1 [rpm]) (step S305).

[0175] In step S203, if the parameter change unit 116 determines that the difference between the reduced value and the reference cadence in the adjacent traveling speed section exceeds a predetermined difference range (S303: NO), it determines to change the reference cadence for all other traveling speed sections (step S307). In this case, the parameter change unit 116 executes resetting of the reference cadence (step S309). When the reset unit 118 executes resetting, the reset unit 118 notifies the rider of the resetting by the notification unit 40G (step S311).

[0176] In step S301, if it is determined that the reduced value is not within the range equal to or greater than the second threshold (S301: NO), the parameter change unit 116 ends the process without changing the reference cadence.

[0177] Fig. 20 is a flowchart showing an example of the procedure for changing the reference cadence in the fourth embodiment. The procedure shown in Fig. 20 shows the procedure for increasing the reference cadence, and corresponds to the details of step S115 of the procedure shown in Fig. 4.

[0178] The parameter change unit 116 determines whether the value after raising the reference cadence is within a range equal to or less than a first threshold, which is the upper limit for the section of running speed included in the input information (step S321). If it is determined that the value after raising is within a range equal to or less than the first threshold (S321: YES), the parameter change unit 116 determines whether the difference between the value after raising and the reference cadence for the adjacent section of running speed is within a predetermined difference range (step S323).

[0179] In step S323, if the parameter change unit 116 determines that the difference between the increased value and the reference cadence in the adjacent running speed section is within a predetermined difference range (S323: YES), it increases the reference cadence of the running speed included in the input information by a predetermined value (e.g., 1 [rpm]) (step S325).

[0180] In step S303, if the parameter change unit 116 determines that the difference between the increased value and the reference cadence in the adjacent traveling speed section exceeds a predetermined difference range (S323: NO), it determines to change the reference cadence in all other traveling speed sections (step S327). In this case, the parameter change unit 116 executes resetting of the reference cadence (step S329). When the reset unit 118 executes resetting, the notification unit 40G notifies the rider of the reset (step S331).

[0181] In step S321, if it is determined that the increased value is not within the range equal to or less than the first threshold (S321: NO), the parameter change unit 116 ends the process without changing the reference cadence.

[0182] FIG. 21 is a diagram showing the setting of the reference cadence after the change. As with FIG. 18, the horizontal axis of FIG. 21 indicates running speed, and the vertical axis indicates the magnitude of the reference cadence. In FIG. 21, the reference cadence before the change is indicated by a thick dashed line, and the reference cadence after the change is indicated by a thick solid line. Compared to the reference cadence shown in FIG. 18, the reference cadence after the change shown in FIG. 21 has been lowered in the running speed section from 0 [km / h] to 20 [km / h], but has been changed so as to maintain the difference from the reference cadence in the adjacent running speed section from 20 [km / h] to 25 [km / h].

[0183] By setting and changing the reference cadence for each riding section as shown in the fourth embodiment, it is possible to control the cadence so that it reliably matches the reference cadence that the rider feels comfortable maintaining. If the difference between the changed reference cadence and the reference cadence for the adjacent riding speed section becomes too large, the reference cadence can be reset to the initial reference cadence shown in Figure 18.

[0184] (Fifth embodiment) In the fifth embodiment, the control target of the control device 100 is the transmission 31, and the device control unit 114 compares the torque of the crank 21 output from the torque sensor 63 with parameters to determine the gear ratio. The automatic control based on torque by the device control unit 114 described below can be substituted for the control of the transmission 31 based on cadence in the first to fourth embodiments.

[0185] The configuration of the control device 100 in the fifth embodiment is the same as that of the control device 100 in the first embodiment, except for the control method by the device control unit 114 and the target of change by the parameter change unit 116. Of the configuration of the control device 100 in the fifth embodiment, the configurations common to the first embodiment are assigned the same reference numerals and detailed description thereof will be omitted.

[0186] FIG. 22 is a schematic diagram of the control algorithm for the transmission 31 in the fifth embodiment. FIG. 22 shows a reference for changing the gear ratio in response to the torque obtained from the torque sensor 63. The torque increases toward the top of FIG. 22. The device control unit 114 controls the torque applied to the crank 21 so that it remains at the reference torque. The device control unit 114 executes a procedure for determining the gear ratio by comparing the torque obtained from the torque sensor 63 with a predetermined threshold. When the torque obtained from the torque sensor 63 reaches or exceeds a third threshold that is greater than the reference torque, the device control unit 114 determines the gear ratio to be smaller than the current gear ratio. Conversely, when the torque reaches or exceeds a fourth threshold that is smaller than the reference torque, the device control unit 114 determines the gear ratio to be larger than the current gear ratio.

[0187] In the fifth embodiment, the storage unit 112 of the control device 100 stores, as changeable parameters, the reference cadence, the third threshold value, and the fourth threshold value used to determine the gear ratio of the transmission 31. In the fifth embodiment, the processing unit 110, through the device control unit 114, increases or decreases, as an automatic control parameter, the reference torque to be compared with the torque to determine the gear ratio in the transmission 31.

[0188] In the fifth embodiment, the parameter change unit 116 changes at least one of the reference torque, the third threshold value, and the fourth threshold value used in the control algorithm shown in Fig. 22 as needed. Fig. 23 is a flowchart showing an example of a control parameter change processing procedure in the fifth embodiment. Of the processing procedures shown in the flowchart in Fig. 23, steps that are common to the processing procedures shown in the flowchart in Fig. 4 of the first embodiment are assigned the same step numbers, and detailed descriptions thereof will be omitted.

[0189] If it is determined that the gear shift indicator device 40B has been operated (S105: YES) and it is determined that a reverse operation has not been performed (S107: NO), the parameter change unit 116 determines that an intervention operation has been performed (S109).

[0190] The parameter change unit 116 determines whether the torque acquired from the torque sensor 63 is equal to or greater than the reference torque (step S151). If it is determined that the torque is equal to or greater than the reference torque (S151: YES), the parameter change unit 116 reduces the reference torque, which is one of the parameters related to automatic control (step S153). The processing unit 110 ends the process of changing the parameters related to automatic control.

[0191] In step S153, since the rider intends to change the gear ratio while the torque is increasing, the parameter change unit 116 lowers the reference torque to make it easier to control the gear ratio to be smaller (lighter) with that torque. Instead of lowering the reference torque, the third threshold (upper limit) may be lowered.

[0192] If it is determined in step S151 that the torque is less than the reference torque (S151: NO), the parameter change unit 116 increases the reference torque, which is one of the parameters related to automatic control (step S155). The processing unit 110 ends the process of changing the parameters related to automatic control. In step S155, instead of increasing the reference torque, the fourth threshold (lower limit) may be increased.

[0193] In step S151, the parameter changing unit 116 may determine whether the torque is increasing. If it is determined that the torque is increasing, the parameter changing unit 116 may decrease the reference torque, and if it is determined that the torque is decreasing, the parameter changing unit 116 may increase the reference torque. Instead of changing the reference torque in step S153 or step S155, the parameter changing unit 116 may change the timing of the gear ratio change in an earlier or later direction.

[0194] In the fifth embodiment, the control device 100 also changes the parameters as shown in FIG. 23 , but resets the learned parameters related to automatic control to predetermined data when a predetermined condition is satisfied. The parameter change unit 116 executes the same processing as the processing procedure shown in FIG. 5 for the first embodiment. In step S211, the reset unit 118 in the fifth embodiment resets the reference torque that has been lowered or raised as described above to a predetermined value stored in the storage unit 112. The reset unit 118 may also reset the third threshold value and the fourth threshold value, along with the reference torque, to the initial values ​​stored in the storage unit 112.

[0195] Through the above-described processing, the reference torque for determining the gear ratio optimized (learned) for the rider in the human-powered vehicle 1 can be reset when a specific operation is performed. A reset is possible if the rider of the human-powered vehicle 1 no longer wishes to optimize the parameters. When another rider gets on the human-powered vehicle 1 and starts driving, the parameters related to the automatic control that have been learned up to that point can be reset.

[0196] The control device 100 notifies the rider of the reset by the notification unit 40G, so that the rider can recognize that the automatic control has been reset.

[0197] The control by the device control unit 114 based on the torque shown in the fifth embodiment may be applied to processing using the operation probability output model M1.

[0198] (Sixth embodiment) In the sixth embodiment, the control target of the control device 100 is the assist device 39, and the device control unit 114 compares the cadence of the crank 21 output from the cadence sensor 64 with parameters to determine the output from the assist device 39. The automatic control of the assist device 39 based on the cadence by the device control unit 114, which will be described below, can be substituted for the automatic control of the gearbox 31 based on the cadence in the first to fourth embodiments.

[0199] The configuration of the control device 100 in the sixth embodiment is the same as that of the control device 100 in the first embodiment, except for the control method by the device control unit 114 and the target of change by the parameter change unit 116. Of the configuration of the control device 100 in the sixth embodiment, the configurations common to the first embodiment are assigned the same reference numerals and detailed description thereof will be omitted.

[0200] FIG. 24 is a schematic diagram of the control algorithm for the assist device 39 in the sixth embodiment. FIG. 24 shows the criteria for changing the output of the assist device 39 in response to the cadence obtained from the cadence sensor 64. The higher the position in FIG. 24, the greater the cadence. The device control unit 114 controls the cadence of the crank 21 to maintain the reference cadence. The device control unit 114 executes a procedure for determining the output from the assist device 39 by comparing the cadence obtained from the cadence sensor 64 with a predetermined threshold. When the cadence obtained from the cadence sensor 64 reaches or exceeds a fifth threshold (upper limit), the device control unit 114 determines to reduce the output from the assist device 39. Conversely, when the cadence reaches or exceeds a sixth threshold (lower limit), the device control unit 114 determines to increase the output from the assist device 39.

[0201] In the sixth embodiment, the processing unit 110 causes the parameter changing unit 116 to increase or decrease the reference cadence that is compared with the cadence for determining the output from the assist device 39.

[0202] In the sixth embodiment, the parameter change unit 116 changes at least one of the reference cadence, the fifth threshold, and the sixth threshold used in the control algorithm shown in Fig. 24 as needed. Fig. 25 is a flowchart showing an example of a control parameter change processing procedure in the sixth embodiment. Among the processing procedures shown in the flowchart of Fig. 25, steps that are common to the processing procedures shown in the flowchart of Fig. 4 of the first embodiment are assigned the same step numbers, and detailed descriptions thereof will be omitted.

[0203] The parameter change unit 116 acquires input information from the sensor 60 (S101), waits for a predetermined time (for example, 1 to 3 seconds) (S103), and determines whether the assist instructing device 40F has been operated (step S161).

[0204] If it is determined that the assist instructing device 40F has been operated (S161: YES), the parameter change unit 116 determines whether an operation opposite to the operation in step S151 has been performed on the assist instructing device 40F immediately thereafter (for example, within 2 seconds) (step S163).

[0205] If it is determined that the assist instructing device 40F has been operated (S161: YES) and no reverse operation has been performed (S163: NO), it is determined that an intervention operation has been performed (S109).

[0206] The parameter change unit 116 determines whether the cadence acquired from the cadence sensor 64 is equal to or greater than the reference cadence (step S165). If it is determined that the cadence is equal to or greater than the reference cadence (S165: YES), the parameter change unit 116 lowers the reference cadence, which is one of the parameters related to automatic control of the assist device 39 (step S167). The processing unit 110 ends the process of changing the parameters related to automatic control.

[0207] In step S167, since the rider intends to change the output of the assist device 39 while the cadence is increasing, the parameter change unit 116 lowers the reference cadence to facilitate control to reduce (increase) the output at that cadence. Instead of lowering the reference cadence, the fifth threshold (upper limit) may be lowered.

[0208] If it is determined in step S161 that the assist instruction device 40F has not been operated (S161: NO), or if it is determined in step S163 that the opposite operation has been performed (S163: YES), it is determined that no intervening operation has been performed (no operation) (S117), and the parameter change unit 116 terminates the processing.

[0209] If it is determined in step S165 that the cadence is less than the reference cadence (S165: NO), the parameter change unit 116 increases the reference cadence, which is one of the parameters related to the automatic control of the assist device 39 (step S169). The processing unit 110 ends the process of changing the parameters related to the automatic control. In step S169, instead of decreasing the reference cadence, the sixth threshold (lower limit) may be increased.

[0210] In step S165, the parameter change unit 116 may determine whether the cadence is increasing. If it is determined that the cadence is increasing, the parameter change unit 116 may lower the reference cadence, and if it is determined that the cadence is decreasing, the parameter change unit 116 may raise the reference cadence. Instead of changing the reference cadence in step S167 or step S169, the parameter change unit 116 may change the timing of the change of the assist device 39 to be earlier or later.

[0211] In the sixth embodiment, the control device 100 also changes the parameters as shown in FIG. 25, but resets the learned parameters related to automatic control to predetermined data when a predetermined condition is satisfied. The parameter change unit 116 executes the same processing as the processing procedure shown in FIG. 5 for the first embodiment. In step S211, the reset unit 118 in the sixth embodiment resets the reference cadence, which has been lowered or raised as described above, to a predetermined value stored in the storage unit 112. The reset unit 118 may reset the fifth threshold value and the sixth threshold value, along with the reference cadence, to the initial values ​​stored in the storage unit 112.

[0212] Through the above-described processing, the reference cadence for determining the output from the assist device 39, which has been optimized (learned) to suit the rider in the human-powered vehicle 1, can be reset when a specific operation is performed. A reset is possible when the rider riding the human-powered vehicle 1 no longer wishes to optimize the parameters. When another rider rides the human-powered vehicle 1 and starts driving, the parameters related to automatic control that have been learned up to that point can be reset.

[0213] The control device 100 notifies the rider of the reset by the notification unit 40G, so that the rider can recognize that the automatic control has been reset.

[0214] The control by the device control unit 114 based on the cadence shown in the sixth embodiment may be applied to processing using the operation probability output model M1.

[0215] (Seventh embodiment) In the seventh embodiment, the control device 100 sets a reference cadence for each traveling speed section, and the parameter change unit 116 controls the automatic control parameters to be balanced with the parameters for other traveling speed sections when changing the parameters. In the seventh embodiment, as in the sixth embodiment, the control target of the automatic control is the assist device 39, and the parameters for the output from the assist device 39 are changed and optimized based on the rider's intervention, and the parameters are reset.

[0216] The configuration of the human-powered vehicle 1 and the configuration of the control device 100 of the seventh embodiment are the same as those of the human-powered vehicle 1 and the control device 100 of the first embodiment, except for the processing procedures described below. Therefore, the common configuration of the human-powered vehicle 1 and the control device 100 of the seventh embodiment is given the same reference numerals as in the first embodiment, and detailed explanations will be omitted.

[0217] FIG. 26 is a diagram showing the setting of the reference cadence in the seventh embodiment. In FIG. 26, the horizontal axis represents the running speed, and the vertical axis represents the magnitude of the reference cadence. In FIG. 26, the reference cadence is indicated by a thick line. For each running speed section, the reference cadence and upper and lower limit values ​​surrounding the reference cadence are stored in the storage unit 112. In the example of FIG. 26, the reference cadence for determining the output from the assist device 39 is stored in the storage unit 112 so as to increase in stages for each running speed section: a running speed section from 0 km / h to 20 km / h, a running speed section from 20 km / h to 25 km / h, a running speed section from 25 km / h to 30 km / h, and a running speed section of 30 km / h or higher.

[0218] In the seventh embodiment, the parameter change unit 116 of the control device 100 changes the reference cadence for the assist device 39 set for each section of the running speed shown in Figure 26 while maintaining the difference from the reference cadence in adjacent sections within a predetermined range.

[0219] The parameter change unit 116 of the control device 100 of the seventh embodiment executes the same processing as the processing procedure of the sixth embodiment shown in Fig. 25. In the processing procedure shown in Fig. 25, the parameter change unit 116 of the control device 100 of the seventh embodiment reduces the input information acquired in step S101 in accordance with the traveling speed in the processing of step S163 and step S165.

[0220] In the seventh embodiment, the parameter change unit 116 also executes the processing procedure shown in Fig. 19 of the second embodiment in step S167 of Fig. 25, and executes the processing procedure shown in Fig. 20 in step S169 of Fig. 25. In the seventh embodiment, the parameter change unit 116 increases or decreases one of the reference cadence, the fifth threshold, and the sixth threshold for determining the output of the assist device 39.

[0221] With the configuration of the seventh embodiment, the reference cadence used to determine the output of the assist device 39 is also changed so that it changes smoothly for each speed, appropriately optimizing the automatic control of the assist device 39. Furthermore, if it is determined that the reference cadence for another adjacent running speed section needs to be changed and the difference with the reference cadence for the adjacent running speed section becomes too large, it is possible to reset the reference cadence and return it to the initial reference cadence shown in Figure 26.

[0222] (Eighth embodiment) In the eighth embodiment, the control target of the control device 100 is the assist device 39, and the device control section 114 compares the torque of the crank 21 output from the torque sensor 63 with the parameters, and determines the output from the assist device 39.

[0223] The configuration of the control device 100 in the eighth embodiment is the same as that of the control device 100 in the first embodiment, except for the control method by the device control unit 114 and the target of change by the parameter change unit 116. Of the configuration of the control device 100 in the eighth embodiment, the configurations common to the first embodiment are assigned the same reference numerals and detailed description thereof will be omitted.

[0224] FIG. 27 is a schematic diagram of a control algorithm for the assist device 39 in the eighth embodiment. FIG. 27 shows criteria for changing the output from the assist device 39 in response to the torque obtained from the torque sensor 63. FIG. 27 shows the magnitude of torque in the vertical direction, with the torque increasing toward the top. The device control unit 114 controls the torque applied to the crank 21 so that it remains near the reference torque. The device control unit 114 compares the torque obtained from the torque sensor 63 with a seventh threshold value greater than the reference torque and an eighth threshold value less than the reference torque to determine the output from the assist device 39. For example, when the torque obtained from the torque sensor 63 reaches or exceeds the seventh value (upper limit) greater than the reference torque, the device control unit 114 determines to increase the output from the assist device 39. The mode may be switched to one in which the output from the assist device 39 is greater. The mode may be switched to one in which the ratio of the output from the assist device 39 to the human torque is greater. Conversely, when the torque obtained from the torque sensor 63 reaches or falls below an eighth threshold (lower limit) that is lower than the reference torque, the device control unit 114 determines to reduce the output from the assist device 39. This may involve switching to a mode in which the output from the assist device 39 is small, or switching to a mode in which the ratio of the output from the assist device 39 to the human torque is small. The device control unit 114 controls the torque so that it remains near the reference torque even after the output is changed.

[0225] In the eighth embodiment, the storage unit 112 of the control device 100 stores the above-mentioned reference torque, seventh threshold value, and eighth threshold value for the output of the assist device 39 as changeable parameters. The processing unit 110 of the control device 100 functions as a parameter change unit 116 and executes processing to change, by increasing or decreasing, the reference torque to be compared with the torque for determining the output of the above-mentioned assist device 39.

[0226] Fig. 28 is a flowchart showing an example of a procedure for changing a control parameter in the eighth embodiment. Of the processing procedures shown in the flowchart of Fig. 28, steps common to the processing procedures shown in the flowchart of Fig. 4 of the first embodiment are assigned the same step numbers, and detailed descriptions thereof will be omitted.

[0227] The parameter change unit 116 acquires input information from the sensor 60 (S101), waits for a predetermined time (for example, 1 to 3 seconds) (S103), and determines whether the assist instructing device 40F has been operated (step S181).

[0228] If it is determined that the assist instructing device 40F has been operated (S181: YES), the parameter change unit 116 determines whether an operation opposite to the operation in step S181 has been performed on the assist instructing device 40F immediately thereafter (for example, within 2 seconds) (step S183).

[0229] If it is determined that the assist instructing device 40F has been operated (S181: YES) and no reverse operation has been performed (S183: NO), it is determined that an intervention operation has been performed (S109).

[0230] The parameter change unit 116 determines whether the torque acquired from the torque sensor 63 is equal to or greater than the reference torque related to the output of the assist device 39 (step S185). If it is determined that the torque is equal to or greater than the reference torque (S185: YES), the parameter change unit 116 reduces the reference torque, which is one of the parameters related to the automatic control of the assist device 39 (step S187). The processing unit 110 ends the process of changing the parameter related to the automatic control.

[0231] In step S183, since the rider intends to change the output of the assist device 39 while the torque is increasing, the parameter change unit 116 lowers the reference torque to facilitate control to increase the output (control to make it lighter) with that torque. Instead of lowering the reference torque, the seventh threshold (upper limit) may be lowered.

[0232] If it is determined in step S185 that the torque is less than the reference torque (S185: NO), the parameter change unit 116 increases the reference torque, which is one of the parameters related to automatic control of the assist device 39 (step S189). The processing unit 110 ends the process of changing parameters related to automatic control. In step S189, since the rider intends to change the output of the assist device 39 while the torque is decreasing, the reference torque is increased to make it easier to control the torque to reduce the output (to make it heavier). Instead of lowering the reference torque, the eighth threshold (lower limit) may be increased.

[0233] If it is determined in step S181 that the assist instruction device 40F has not been operated (S181: NO), or if it is determined in step S183 that the opposite operation has been performed (S183: YES), it is determined that no intervening operation has been performed (no operation) (S117), and the parameter change unit 116 terminates the processing.

[0234] In step S185, the parameter change unit 116 may determine whether the torque is increasing. If it is determined that the torque is increasing, the parameter change unit 116 may decrease the reference torque, and if it is determined that the torque is decreasing, the parameter change unit 116 may increase the reference torque. Instead of changing the reference torque in step S187 or step S189, the parameter change unit 116 may change the timing of the change of the assist device 39 to be earlier or later.

[0235] Through the above-described processing, the reference torque for determining the output from the assist device 39, which has been optimized (learned) to suit the rider in the human-powered vehicle 1, can be reset when a specific operation is performed. A reset is possible if the rider riding the human-powered vehicle 1 no longer wishes to optimize the parameters. When another rider rides the human-powered vehicle 1 and starts driving, the parameters related to automatic control that have been learned up to that point can be reset.

[0236] The control by the device control unit 114 based on the torque shown in the eighth embodiment may be applied to processing using the operation probability output model M1.

[0237] (Ninth embodiment) The automatic control by the device control unit 114 is not limited to the gear shifting device 31 or the assist device 39, and the criteria referenced for automatically controlling each device 30 are not limited to cadence, torque, and riding speed. The control device 100 may also control the suspension 33, seat post 35, and braking device 37.

[0238] The control device 100 of the ninth embodiment may execute automatic control ( FIG. 4 ) with the suspension 33 as the control target. When automatic control with the suspension 33 as the control target is ON, the control device 100 determines the restitution coefficient of the suspension 33 by comparing at least one of the tilt of the human-powered vehicle 1 obtained from the gyro sensor 65, the vibration obtained from the acceleration sensor 62, and the road surface conditions based on an analysis of images obtained from the camera 67 with parameters defined in the setting data, and controls the suspension 33. The processing unit 110 of the control device 100 changes the threshold value (parameter) that defines the range of tilt when an intervention operation is performed through parameter change processing. For example, when the tilt in the roll direction of the human-powered vehicle 1 is increasing while traveling (at the start of going up or down a slope), even if the tilt during traveling has not reached the upper limit of the tilt range, if an intervention operation is performed using the suspension instruction device 40C to lower the restitution coefficient of the suspension 33 to soften it, the processing unit 110 changes the upper limit value (parameter) of the target range to lower it. Conversely, when the tilt in the roll direction of the traveling human-powered vehicle 1 is decreasing (at the end of an ascent or descent of a slope) and the traveling tilt has not reached the lower limit of the tilt range, if an intervention operation to increase the restitution coefficient of the suspension 33 to make it stiffer is performed by the suspension instruction device 40C, the processing unit 110 changes the lower limit (parameter) of the target range so as to increase it.The control device 100 also resets the parameters related to the suspension 33 to predetermined data when predetermined conditions are met.

[0239] In another example, the processing unit 110 of the control device 100 changes the threshold value that defines the range of vibration power when an intervention occurs through a process for changing parameters related to automatic control. For example, based on data obtained from the acceleration sensor 62, if an intervention operation is performed in the suspension indicator 40C to lower the restitution coefficient of the suspension 33 to make it softer, even if the power of the vibration is not reaching the upper limit of the power range while the vibration of the human-powered vehicle 1 is increasing, the processing unit 110 changes the upper limit (parameter) of the target range to lower it. Conversely, if an intervention operation is performed in the suspension indicator 40C to increase the restitution coefficient of the suspension 33 to make it harder, even if the power of the vibration is not reaching the lower limit of the power range while the vibration of the human-powered vehicle 1 is decreasing, the processing unit 110 changes the lower limit (parameter) of the target range to raise it.

[0240] In another example, the processing unit 110 of the control device 100 changes the threshold value that defines the range for determining road surface conditions when an intervention operation is performed by changing parameters related to automatic control. For example, when the road surface conditions on which the human-powered vehicle 1 is traveling are changing from on-road to off-road based on an image obtained from the camera 67, and an intervention operation is performed by the suspension indicator 40C to lower the rebound coefficient of the suspension 33 to make it softer, even if the road surface conditions are not within the range for determining that the road surface conditions are off-road, the processing unit 110 changes the parameters for the image so that the road surface conditions can be more easily determined to be off-road from the image. Conversely, when the road surface conditions on which the human-powered vehicle 1 is traveling are changing from off-road to on-road, and an intervention operation is performed by the suspension indicator 40C to increase the rebound coefficient of the suspension 33 to make it harder, even if the road surface conditions are not within the range for determining that the road surface conditions are on-road, the processing unit 110 changes the parameters for the image so that the road surface conditions can be more easily determined to be on-road from the image.

[0241] When the control target is the braking device 37 and automatic control is ON, the control device 100 determines one of braking start and braking end of the braking device 37 by comparing at least one of the speed obtained from the speed sensor 61, the acceleration and vibration obtained from the acceleration sensor 62, and the driving conditions obtained from the camera 67 or radar with control-related parameters, and controls the braking device 37. The processing unit 110 of the control device 100 changes thresholds (parameters) that define the speed and acceleration ranges for braking when an intervention operation is performed, by the setting data change process shown in the flowchart of Figure 4. For example, if an intervention operation to start braking is performed by the braking instruction device 40E while the acceleration is increasing during driving, even if the acceleration has not reached the upper limit of the acceleration range, the processing unit 110 changes the upper limit of the target range to lower it. Conversely, when the acceleration is decreasing during driving and an intervention operation to terminate braking is performed by the braking instruction device 40E, even if the acceleration has not reached the lower limit value of the acceleration range, the processing unit 110 changes the lower limit value (parameter) of the target range to increase it.

[0242] In another example, the processing unit 110 of the control device 100 changes a threshold value that defines the driving conditions for initiating braking when an intervention operation is performed, by processing for changing parameters related to automatic control. For example, even if the driving conditions obtained from the camera 67 or radar while driving do not indicate a condition in which the distance to a person or object ahead is less than the set distance for initiating braking, if an intervention operation to initiate braking is performed by the braking instruction device 40E, the processing unit 110 changes the set distance (parameter) to increase it. Even if the speed is not less than the predetermined speed when the distance to a person or object ahead is less than the set distance, if an intervention operation to terminate braking is performed by the braking instruction device 40E, the processing unit 110 changes the set speed (parameter) to increase it.

[0243] In another example, the processing unit 110 of the control device 100 changes the threshold value that defines the range of vibrations that initiate braking when an intervention operation is performed, by changing parameters related to automatic control. For example, even if the vibrations corresponding to the driving conditions obtained from the acceleration sensor 62 (vibrations used to determine whether the vehicle is traveling on a rough road) have not reached the upper limit of the vibration range, if an intervention operation to initiate braking is performed by the braking instruction device 40E, the processing unit 110 changes the upper limit (parameter) of the vibration range to lower it. The control device 100 also resets the parameters related to the braking device 37 to predetermined data when predetermined conditions are met.

[0244] When automatic control is ON with the seat post 35 as the control target, the control device 100 determines the height of the seat post 35 by comparing at least one of the tilt of the human-powered vehicle 1 obtained from the gyro sensor 65, the vibration obtained from the acceleration sensor 62, and the road surface conditions based on an analysis of images obtained from the camera 67 with parameters set in the configuration data, and controls the seat post 35. The processing unit 110 of the control device 100 changes the threshold value that defines the range of tilt for moving the seat post 35 when an intervention operation is performed by changing the parameters related to automatic control. For example, when the tilt in the roll direction of the human-powered vehicle 1 while traveling can be determined to be going uphill, and an intervention operation to lower the seat post 35 is performed using the seat post instruction device 40D, even if the upper limit of the tilt range has not been reached, the processing unit 110 changes the upper limit of the target range to lower it. Conversely, in a situation where the tilt in the roll direction of the human-powered vehicle 1 while traveling can be determined to indicate that the vehicle has started traveling on a flat road, even if the tilt while traveling has not reached the lower limit of the range of tilt, if an intervention operation to raise the seat post 35 is performed by the seat post indicator device 40D, the processing unit 110 changes the lower limit of the target range to be raised.

[0245] In another example, the processing unit 110 of the control device 100 changes the threshold value of the vibration range for moving the seat post 35 when an intervention occurs, by changing parameters related to automatic control. For example, even if the vibration of the human-powered vehicle 1 while traveling has not reached or exceeded the first threshold value, which indicates that the vehicle has reached a rough road, if an intervention operation to lower the seat post 35 is performed by the seat post instruction device 40D, the processing unit 110 updates the first threshold value to decrease. Even if the vibration of the human-powered vehicle 1 while traveling has not reached or exceeded the second threshold value, which indicates that the vehicle has left the rough road, if an intervention operation to raise the seat post 35 is performed by the seat post instruction device 40D, the processing unit 110 updates the second threshold value to increase.

[0246] In another example, the processing unit 110 of the control device 100 changes the setting data that defines the riding conditions for moving the seat post 35 when an intervention operation is performed, by processing to change parameters related to automatic control. For example, even if the riding conditions obtained from the camera 67 while riding have not yet reached a state where they are determined to be off-road and uphill, if an intervention operation to lower the seat post 35 is performed using the seat post indicator device 40D, the processing unit 110 changes the parameters for the image so that the riding conditions are determined to be off-road and uphill. Similarly, even if the riding conditions obtained from the camera 67 while riding have not yet reached a state where they are determined to be on-road and flat, if an intervention operation to raise the seat post 35 is performed using the seat post indicator device 40D, the processing unit 110 changes the parameters for the image so that the riding conditions are determined to be on-road and flat. The control device 100 also resets the parameters related to the seat post 35 to predetermined data when predetermined conditions are met.

[0247] In this way, the parameters of the suspension 33, seat post 35, and braking device 37 that have been optimized (learned) to suit the rider in the human-powered vehicle 1 are optimized as needed. Furthermore, the parameters can be reset when a predetermined operation is performed. A reset is possible if the rider of the human-powered vehicle 1 no longer wishes to have the parameters optimized. When another rider gets on the human-powered vehicle 1 and starts driving, the parameters related to the automatic control that have been learned up to that point can be reset.

[0248] The embodiments disclosed above are illustrative in all respects and are not restrictive. The scope of the present invention is defined by the claims, and includes all modifications within the meaning and scope of the claims.

[0249] The phrase "at least one" as used herein means "one or more" of the desired options. As an example, the phrase "at least one" as used herein means "only one option" or "both of two options" when the number of options is two. As another example, the phrase "at least one" as used herein means "only one option" or "any combination of two or more options" when the number of options is three or more. [Explanation of symbols]

[0250] 1...human-powered vehicle, 10...vehicle body, 10A...frame, 10B...front fork, 12...handlebar, 14...front wheel, 16...rear wheel, 18...saddle, 20...drive mechanism, 21...crank, 21A...crankshaft, 21B...right crank, 21C...left crank, 23...first sprocket assembly, 23A...sprocket, 25...second sprocket assembly, 25A...sprocket, 27...chain, 29...pedal, 30...dev Chair, 31... gear shifting device, 33... suspension, 35... seat post, 351... saddle, 37... braking device, 371... front brake device, 372... rear brake device, 39... assist device, 40... operating device, 40A... operating unit, 40B... gear shift indicator, 40C... suspension indicator, 40D... seat post indicator, 40E... braking indicator, 40F... assist indicator, 40G... alarm unit, 40H... display unit, 50... back Battery, 51... battery body, 53... battery holder, 60... sensor, 61... speed sensor, 62... acceleration sensor, 63... torque sensor, 64... cadence sensor, 65... gyro sensor, 66... ​​seating sensor, 67... camera, 68... position information sensor, 300... human-powered vehicle control system, 7... information terminal device, 70... processing unit, 72... memory unit, 74... display unit, 76... operation unit, 78... communication unit, P7... application program, 8... server device , 80... processing unit, 82... storage unit, 84... communication unit, 100... control device, 110... processing unit, 112... storage unit, 114... device control unit, 116... parameter change unit, 118... reset unit, 120... wireless communication device, P14... device control program, P16... setting change program, 200... non-temporary storage medium, P2... application program, 900... non-temporary storage medium, P94... device control program, P96... setting change program

Claims

1. A processor is provided to read information from the storage unit and execute processing; The processor: Acquire input information regarding the driving of the human-powered vehicle, automatically controlling a device mounted on the human-powered vehicle using control data based on the acquired input information; learning an intervention operation by a rider in automatic control of the device based on the input information, and changing parameters related to the automatic control; When a predetermined condition is satisfied, the learned parameters relating to the automatic control are reset to predetermined data. Human-powered vehicle control device.

2. The processor determines the control data based on the input information using a predetermined control algorithm; resetting the parameters of the predetermined control algorithm to the predetermined data if the predetermined condition is met; The human-powered vehicle control device according to claim 1.

3. The processor determines the control data based on the input information using a predetermined control algorithm; changing a parameter of the predetermined control algorithm when it can be determined that the probability of the rider intervening in the automatic control of the device is equal to or greater than a predetermined value using an operation probability output model that outputs the probability of the rider intervening in the automatic control of the device; If the predetermined condition is satisfied, resetting at least one of the parameters of the operation probability output model and the parameters of the predetermined control algorithm to the predetermined data. The human-powered vehicle control device according to claim 1.

4. The processor changes a parameter of the predetermined control algorithm when the probability output from the operation probability output model is equal to or greater than a predetermined value and it is determined that the intervention operation has been performed. The human-powered vehicle control device according to claim 3.

5. The processor: The predetermined condition is that a specific operation is performed on an operation unit of the human-powered vehicle, and a reset is performed when the specific operation is performed. The human-powered vehicle control device according to claim 1.

6. the input information includes a traveling speed of the human-powered vehicle; the parameters are set for each section of the traveling speed, The processor executes a reset when it determines that parameters in other sections are to be changed under the predetermined condition that not only parameters in a section including the travel speed of the input information but also parameters in other sections are to be changed. The human-powered vehicle control device according to claim 1.

7. When the processor executes the reset, it notifies the rider of the reset. The human-powered vehicle control device according to any one of claims 1 to 6.

8. displaying a character, color, or brightness indicating the reset on a display unit; The human-powered vehicle control device according to claim 7.

9. the display unit is a display provided on a handlebar of the human-powered vehicle. The human-powered vehicle control device according to claim 8.

10. the display unit is an information terminal device for a rider of the human-powered vehicle, The human-powered vehicle control device according to claim 8.

11. the device is a transmission of the human-powered vehicle, and the input information includes a crank cadence of a drive mechanism of the human-powered vehicle; The processor may increase or decrease a reference cadence, which is used as the parameter to compare with the cadence for determining the gear ratio of the transmission. The human-powered vehicle control device according to any one of claims 1 to 6.

12. the input information includes a traveling speed of the human-powered vehicle; the reference cadence is set for each section of the running speed, the processor maintains a difference between a reference cadence in a section that includes the running speed of the input information and a reference cadence in an adjacent section within a predetermined range. The human-powered vehicle control device according to claim 11.

13. the device is a transmission of the human-powered vehicle, and the input information includes a torque of a crank of a drive mechanism of the human-powered vehicle; the processor increases or decreases, as the parameter, a reference torque to be compared with the torque for determining a gear ratio in the transmission; The human-powered vehicle control device according to any one of claims 1 to 6.

14. the device is an assist device for the human-powered vehicle, and the input information includes a crank cadence of a drive mechanism of the human-powered vehicle; The processor increases or decreases a reference cadence, which is used as the parameter to compare with the cadence for determining the output of the assist device. The human-powered vehicle control device according to any one of claims 1 to 6.

15. the input information includes a traveling speed of the human-powered vehicle; the reference cadence is set for each section of the running speed, the processor changes the reference cadence in a section that includes the running speed of the input information while maintaining a difference between the reference cadence in an adjacent section within a predetermined range. The human-powered vehicle control device according to claim 14.

16. the device is an assist device for the human-powered vehicle, and the input information includes a torque of a crank of a drive mechanism of the human-powered vehicle; the processor changes, as the parameter, a reference torque to be compared with the torque for determining the output of the assist device, by increasing or decreasing it; The human-powered vehicle control device according to any one of claims 1 to 6.

17. A computer that receives information from the human-powered vehicle and processes it acquiring input information relating to the traveling of the human-powered vehicle; determining control data for devices mounted on the human-powered vehicle based on the acquired input information; learning an intervention operation by a rider in automatic control of the device based on the input information, and changing parameters related to the automatic control; When a predetermined condition is satisfied, the learned parameters relating to the automatic control are reset to predetermined data. A method for controlling a human-powered vehicle.

18. A computer that receives information from a human-powered vehicle acquiring input information relating to the traveling of the human-powered vehicle; determining control data for devices mounted on the human-powered vehicle based on the acquired input information; learning an intervention operation by a rider in automatic control of the device based on the input information, and changing parameters related to the automatic control; When a predetermined condition is satisfied, the learned parameters relating to the automatic control are reset to predetermined data. A computer program that executes a process.

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