Control device for human-power drive vehicle

Abstract

To provide a control device for a human-power drive vehicle, capable of appropriately controlling a motor.SOLUTION: A control device for a human-power drive vehicle includes a control section which is configured to control a motor for applying propulsion force to the human-power drive vehicle. The control section is configured to control the motor so as to stop the motor before a first period elapses from a predetermined time point at which a pedaling state related to pedaling becomes a predetermined pedaling state. The control section is configured to determine the first period on the basis of a parameter related to the human-power drive vehicle, different from a vehicle speed.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] Patent Document 1, for example, discloses a component for a human-powered vehicle, including a motor that assists the propulsion of the human-powered vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2015-209159 Summary of the Invention [Problem to be solved by the invention]

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

[0005] A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, and includes a control unit configured to control a motor that provides propulsive force to the human-powered vehicle, wherein the control unit is configured to control the motor to stop the motor between a predetermined point in time when a pedaling state becomes a predetermined pedaling state and a first period of time has elapsed, and is configured to determine the first period of time based on a parameter related to the human-powered vehicle that is different from vehicle speed. According to the control device of the first aspect, the control unit can stop the motor from a predetermined point in time until a first period determined based on a parameter different from the vehicle speed has elapsed, thereby enabling the control unit to suitably control the motor.

[0006] In the control device of a second aspect according to the first aspect of the present disclosure, the control unit is configured to control the motor to stop the motor when the first period has elapsed from the predetermined time point. According to the control device of the second aspect, the control unit stops the motor when the first period has elapsed, so that the motor can be stopped in an appropriate manner.

[0007] In the control device of a third aspect according to the first or second aspect of the present disclosure, the control unit is configured to control the motor so that its output becomes a first output until a second period shorter than the first period has elapsed from the predetermined time point, control the motor so that its output decreases when the second period has elapsed from the predetermined time point, and control the motor so that the motor is stopped by the time the first period has elapsed from the predetermined time point. According to the control device of the third aspect, the control unit can keep the output of the motor at the first output until the second period has elapsed, and can stop the motor by the end of the first period.

[0008] In the control device of a fourth aspect according to the first or second aspect of the present disclosure, the control unit is configured to set the control state of the motor to either a first control state or a second control state, and in the first control state, to control the motor so as to gradually reduce the output of the motor from the predetermined time point and to stop the motor before the first period has elapsed from the predetermined time point, and in the second control state, to control the motor so that the output of the motor becomes a first output until a second period shorter than the first period has elapsed from the predetermined time point, and to control the motor so as to reduce the output of the motor when the second period has elapsed from the predetermined time point and to stop the motor before the first period has elapsed from the predetermined time point. According to the control device of the fourth aspect, the control unit can stop the motor in the first control state from a predetermined time point until the first period has elapsed. According to the control device of the fourth aspect, the control unit can keep the motor output at the first output in the second control state until the second period has elapsed, and stop the motor by the first period.

[0009] In the control device of a fifth aspect according to the fourth aspect of the present disclosure, the control unit is configured to control the motor in the second control state to gradually reduce the output of the motor when the second period has elapsed from the predetermined time point, and to control the motor to stop the motor by the time the first period has elapsed from the predetermined time point. According to the control device of the fifth aspect, in the second control state, the motor output is set to the first output until the second period has elapsed, and then the motor output is gradually reduced after the second period has elapsed, thereby allowing the motor to be stopped in an appropriate manner.

[0010] In the control device of a sixth aspect according to any one of the third to fifth aspects of the present disclosure, the first output is equal to an upper limit value of an output of the motor. According to the control device of the sixth aspect, the control unit can set the motor output to the upper limit value of the motor output until the second period has elapsed from the predetermined time point. Therefore, the rider is less likely to notice a lack of assist force from the motor until the second period has elapsed.

[0011] In the control device of a seventh aspect according to any one of the third to fifth aspects of the present disclosure, the first output is equal to the output of the motor at the predetermined time point. According to the control device of the seventh aspect, the control unit can maintain the motor output at the motor output at the predetermined time until the second period has elapsed from the predetermined time, so the rider is less likely to notice a lack of assist force from the motor until the second period has elapsed.

[0012] In the control device of an eighth aspect according to the first or second aspect of the present disclosure, the control unit is configured to set the control state of the motor to either a first control state or a second control state, and in the first control state, to control the motor to gradually reduce the output of the motor from the predetermined time point and to stop the motor within the first period from the predetermined time point, and in the second control state, to reduce the output of the motor so that the degree of reduction in the output of the motor is different from that in the first control state until a second period shorter than the first period has elapsed from the predetermined time point, and to control the motor to stop the motor within the first period from the predetermined time point. According to the control device of the eighth aspect, the control unit can stop the motor in the first control state from a predetermined time point until a first period has elapsed. According to the control device of the eighth aspect, the control unit can reduce the motor output in the second control state so that the degree of reduction in the motor output differs from that in the first control state until the second period has elapsed, and can stop the motor before the first period has elapsed.

[0013] In the control device of a ninth aspect according to the eighth aspect of the present disclosure, the control unit is configured to reduce the output of the motor in the second control state so that the degree of reduction in the output of the motor is smaller than in the first control state from the predetermined time point until the second period has elapsed, and to control the motor to stop the motor from the predetermined time point until the first period has elapsed. According to the control device of the ninth aspect, in the second control state, the control unit can reduce the motor output so that the degree of reduction in the motor output is smaller than in the first control state until the second period has elapsed, and can stop the motor before the first period has elapsed.

[0014] In the control device of a tenth aspect according to any one of the first to ninth aspects of the present disclosure, the parameters relate to at least one of a gear ratio, which is the ratio of the rotational speed of the drive wheels of the human-powered vehicle to the rotational speed of the crankshaft of the human-powered vehicle, an assist ratio, which is the ratio of the output of the motor to the human-powered driving force input to the human-powered vehicle, an assist mode, the inclination angle of the human-powered vehicle, the steering angle of the steering section of the human-powered vehicle, the rotational state of the crankshaft, and the human-powered driving force. According to the control device of the tenth aspect, the control unit can stop the motor from a predetermined point in time until a first period has elapsed that is determined based on parameters related to at least one of the gear ratio, which is the ratio of the rotational speed of the drive wheels of the human-powered vehicle to the rotational speed of the crankshaft of the human-powered vehicle, the assist ratio, which is the ratio of the motor output to the human-powered driving force input to the human-powered vehicle, the assist mode, the inclination angle of the human-powered vehicle, the steering angle of the steering unit of the human-powered vehicle, the rotational state of the crankshaft, and the human-powered driving force.

[0015] In the control device of an eleventh aspect according to any one of the fourth, fifth, eighth, and ninth aspects of the present disclosure, the parameters include a pitch angle of the human-powered vehicle, and the control unit is configured to set the control state to the first control state when the pitch angle is equal to or greater than a first pitch angle, and to set the control state to the second control state when the pitch angle is smaller than the first pitch angle, and the first pitch angle is an angle corresponding to a downward gradient. According to the control device of the eleventh aspect, the control unit can set the control state to either the first control state or the second control state in accordance with the first pitch angle corresponding to the downward gradient.

[0016] In the control device of a twelfth aspect according to any one of the first to ninth aspects of the present disclosure, the parameters include a pitch angle of the human-powered vehicle, and the control unit is configured to determine the first period based on the pitch angle so that the first period when the pitch angle is a second pitch angle is longer than the first period when the pitch angle is a third pitch angle. According to the control device of the twelfth aspect, the control unit can make the first period longer when the pitch angle is the second pitch angle than when the pitch angle is the third pitch angle.

[0017] In the control device of the thirteenth aspect according to the twelfth aspect of the present disclosure, the second pitch angle is an angle corresponding to an upward gradient, and the third pitch angle is an angle corresponding to a downward gradient. According to the control device of the thirteenth aspect, the control unit can make the first period longer when the pitch angle is the second pitch angle corresponding to an upward gradient than when the pitch angle is the third pitch angle corresponding to a downward gradient. Therefore, the control unit can delay stopping the motor when the human-powered vehicle is traveling uphill compared to when the human-powered vehicle is traveling downhill.

[0018] In the control device of a fourteenth aspect according to any one of the fourth, fifth, eighth, ninth, and eleventh aspects of the present disclosure, the parameters include a roll angle of the human-powered vehicle, and the control unit is configured to set the control state to the first control state when the roll angle is equal to or greater than a predetermined roll angle, and to set the control state to the second control state when the roll angle is smaller than the predetermined roll angle. According to the control device of the fourteenth aspect, the control unit can set the control state to either the first control state or the second control state in accordance with the roll angle.

[0019] In the control device of a fifteenth aspect according to any one of the fourth, fifth, eighth, ninth, eleventh, and fourteenth aspects of the present disclosure, the parameters include a gear ratio which is a ratio of a rotational speed of a drive wheel of the human-powered vehicle to a rotational speed of a crankshaft of the human-powered vehicle, and the control unit is configured to set the control state to the first control state when the gear ratio is greater than a first gear ratio, and to set the control state to the second control state when the gear ratio is equal to or less than the first gear ratio. According to the control device of the fifteenth aspect, the control unit can set the control state to either the first control state or the second control state in accordance with the gear ratio.

[0020] In the control device of a sixteenth aspect according to any one of the fourth, fifth, eighth, ninth, eleventh, fourteenth, and fifteenth aspects of the present disclosure, the control unit is configured to control the motor to impart a propulsive force to the human-powered vehicle when, in the first control state, from the predetermined point in time, the human-powered driving force input to the human-powered vehicle becomes equal to or greater than a first human-powered driving force. According to the control device of the sixteenth aspect, when the manual driving force becomes equal to or greater than the first manual driving force from a predetermined point in time in the first control state, the control unit can apply a propulsive force to the human-powered vehicle using the motor.

[0021] In the control device of aspect 17 according to any one of aspects 4, 5, 8, 9, 11, 14, and 15 of the present disclosure, the control unit is configured to control the motor to impart propulsive force to the human-powered vehicle when, in the second control state, from the predetermined point in time, the rotational speed of the crankshaft becomes equal to or greater than the first rotational speed. According to the control device of the seventeenth aspect, in the second control state, when the rotation speed of the crankshaft becomes equal to or higher than the first rotation speed from a predetermined point in time, the control unit can apply a propulsive force to the human-powered vehicle using the motor.

[0022] In the control device of aspect 18 according to any one of aspects 1 to 9 of the present disclosure, the parameters include a gear ratio which is a ratio of the rotational speed of a drive wheel of the human-powered vehicle to the rotational speed of a crankshaft of the human-powered vehicle, and the control unit is configured to determine the first period based on the gear ratio so that the first period when the gear ratio is equal to or less than a second gear ratio is longer than the first period when the gear ratio is greater than the second gear ratio. According to the control device of the eighteenth aspect, when the gear ratio is equal to or less than the second gear ratio, the control unit can make the first period longer than when the gear ratio is greater than the second gear ratio.

[0023] In the control device of a nineteenth aspect according to an eighteenth aspect of the present disclosure, the second speed ratio is greater than 1 and less than 1.2. According to the control device of the 19th aspect, when the gear ratio is greater than 1 and equal to or less than a second gear ratio smaller than 1.2, the control unit can make the first period longer than when the gear ratio is greater than the second gear ratio.

[0024] In the control device of a twentieth aspect according to any one of the fourth, fifth, eighth, ninth, eleventh, and fourteenth to seventeenth aspects of the present disclosure, the parameters include a steering angle of a steering unit of the human-powered vehicle, and the control unit is configured to set the control state to the first control state when the steering angle is greater than a predetermined angle, and to set the control state to the second control state when the steering angle is equal to or less than the predetermined angle. According to the control device of the twentieth aspect, the control unit can set the control state to either the first control state or the second control state in accordance with the steering angle of the steering unit.

[0025] In the control device of a 21st aspect according to any one of the first to ninth aspects of the present disclosure, the parameters include a rotational speed of a crankshaft of the human-powered vehicle, and the control unit is configured to determine the first period based on the rotational speed of the crankshaft so that the first period when the rotational speed of the crankshaft when the pedaling state becomes the predetermined pedaling state is lower than a second rotational speed is longer than the first period when the rotational speed of the crankshaft when the pedaling state becomes the predetermined pedaling state is equal to or higher than the second rotational speed. According to the control device of the 21st aspect, when the pedaling state becomes a predetermined pedaling state, if the rotational speed of the crankshaft is lower than the second rotational speed, the control unit can make the first period longer than when the rotational speed of the crankshaft is equal to or higher than the second rotational speed.

[0026] In the control device of aspect 22 according to any one of aspects 1 to 9 of the present disclosure, the parameters include a human-powered driving force input to the human-powered vehicle, and the control unit is configured to determine the first period based on the human-powered driving force so that the first period in which the human-powered driving force is equal to or greater than a second human-powered driving force when the pedaling state becomes the predetermined pedaling state is longer than the first period in which the human-powered driving force is smaller than the second human-powered driving force when the pedaling state becomes the predetermined pedaling state. According to the control device of the twenty-second aspect, when the pedaling state becomes a predetermined pedaling state, if the manual driving force is equal to or greater than the second manual driving force, the control unit can make the first period longer than when the manual driving force is smaller than the second manual driving force.

[0027] In the control device of aspect 23 according to any one of aspects 3 to 5 of the present disclosure, the control unit is configured to control the motor so that the first output when a braking device of the human-powered vehicle is operating is smaller than the first output when the braking device is not operating. According to the control device of the twenty-third aspect, when the braking device of the human-powered vehicle is operating, the control unit can reduce the first output compared to when the braking device is not operating, thereby suppressing the load on the braking device.

[0028] In the control device of a 24th aspect according to any one of the 1 to 23 aspects of the present disclosure, the control unit is configured to calculate, based on the parameters, an estimated time from when pedaling stops until the travel distance of the human-powered vehicle reaches or exceeds a predetermined distance, and to determine the first period based on the estimated time. According to the control device of the twenty-fourth aspect, the control unit can determine the first period of time based on an estimated time until the traveled distance reaches or exceeds a predetermined distance.

[0029] In the control device of the twenty-fifth aspect according to the twenty-fourth aspect of the present disclosure, the predetermined distance is not less than 1 m and not more than 5 m. According to the control device of the twenty-fifth aspect, the control unit can determine the first period based on an estimated time until the traveled distance reaches or exceeds a predetermined distance that is not less than 1 meter and not more than 5 meters. [Effects of the Invention]

[0030] The control device for a human-powered vehicle of the present disclosure can suitably control the motor. [Brief explanation of the drawings]

[0031] [Figure 1] 1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment. [Figure 2] 1 is a block diagram showing the electrical configuration of a control device for a human-powered vehicle according to a first embodiment. [Figure 3] 3 is a flowchart showing a first part of a process executed by the control unit of FIG. 2 to control a motor. [Figure 4] 3 is a flowchart showing a second part of the process executed by the control unit of FIG. 2 to control the motor. [Figure 5] 3 is a timing chart showing an example of changes over time in manual torque and assist torque when the control unit in FIG. 2 controls the motor. [Figure 6] 10 is a flowchart showing a process for controlling a motor, which is executed by a control unit of a second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0032] First Embodiment A control device 70 for a human-powered vehicle according to a first embodiment will be described with reference to FIGS. 1 to 3. FIG.

[0033] The human-powered vehicle 10 is a vehicle that has at least one wheel and can be propelled at least by human driving force. The human-powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbent bikes. The number of wheels that the human-powered vehicle 10 has is not limited. The human-powered vehicle 10 also includes, for example, one-wheeled vehicles and vehicles with two or more wheels. The human-powered vehicle 10 is not limited to vehicles that can be propelled solely by human driving force. The human-powered vehicle 10 also includes E-bikes that use not only human driving force but also the driving force of an electric motor for propulsion. E-bikes include electrically assisted bicycles whose propulsion is assisted by an electric motor. In the following embodiments, the human-powered vehicle 10 will be described as an electrically assisted bicycle.

[0034] In this specification, the following directional terms "front," "rear," "forward," "backward," "left," "right," "sideways," "upward," and "downward," as well as any other similar directional terms, refer to those directions determined with reference to a rider facing the handlebars in a reference position on the human-powered vehicle (e.g., on a saddle or seat).

[0035] As shown in FIG. 1, the human-powered vehicle 10 includes, for example, a crank 12 to which human-powered driving force is input. The human-powered vehicle 10 includes, for example, wheels 14 and a vehicle body 16. The wheels 14 include, for example, drive wheels 14A and driven wheels 14B. The drive wheels 14A are, for example, rear wheels of the human-powered vehicle 10. The driven wheels 14B are, for example, front wheels of the human-powered vehicle 10. The drive wheels 14A may be front wheels of the human-powered vehicle 10. If the drive wheels 14A are front wheels, the driven wheels 14B are rear wheels.

[0036] The vehicle body 16 includes, for example, a frame 18. The crank 12 includes, for example, a crankshaft 12A that is rotatable relative to the frame 18, and a pair of crank arms 12B, 12C that are respectively provided at axial ends of the crankshaft 12A. A pair of pedals 20A, 20B are connected to each of the crank arms 12B, 12C. The drive wheel 14A is driven, for example, by the rotation of the crank 12. The drive wheel 14A is supported, for example, by the frame 18.

[0037] The crank 12 is connected to the drive wheel 14A by, for example, a drive mechanism 22. The drive mechanism 22 includes, for example, a first rotating body 24 connected to the crankshaft 12A. The crankshaft 12A may be connected to the first rotating body 24 so as to rotate integrally with it, or may be connected to it via a first one-way clutch. The first one-way clutch is configured, for example, to rotate the first rotating body 24 forward when the crank 12 rotates forward. The first one-way clutch is configured, for example, to allow relative rotation between the crank 12 and the first rotating body 24 when the crank 12 rotates backward. The first rotating body 24 includes, for example, a sprocket, a pulley, or a bevel gear.

[0038] The drive mechanism 22 further includes, for example, a second rotating body 26 and a connecting member 28. The connecting member 28 transmits the rotational force of the first rotating body 24 to the second rotating body 26. The connecting member 28 includes, for example, a chain, a belt, or a shaft.

[0039] The second rotating body 26 is coupled to, for example, the drive wheel 14A. The second rotating body 26 includes, for example, a sprocket, a pulley, or a bevel gear. In the power transmission path of the human-powered driving force, a second one-way clutch is provided between the second rotating body 26 and the drive wheel 14A. The second one-way clutch is configured, for example, to rotate the drive wheel 14A forward when the second rotating body 26 rotates forward. The second one-way clutch is configured, for example, to allow relative rotation between the second rotating body 26 and the drive wheel 14A when the second rotating body 26 rotates backward.

[0040] A driven wheel 14B is attached to the frame 18 via, for example, a front fork 30. A handlebar 34 is connected to the front fork 30 via a stem 32. In this embodiment, the driving wheel 14A is connected to the crank 12 by a drive mechanism 22. At least one of the driving wheel 14A and the driven wheel 14B may be connected to the crank 12 by the drive mechanism 22.

[0041] As shown in FIGS. 1 and 2, the human-powered vehicle 10 further includes a battery 36. The battery 36 includes, for example, one or more battery elements. The battery element includes, for example, a rechargeable battery. The battery 36 is configured to supply power to, for example, the control device 70. The battery 36 is communicatively connected to, for example, a control unit 72 of the control device 70 via an electric cable or a wireless communication device. The battery 36 can communicate with the control unit 72 via, for example, power line communication (PLC), a controller area network (CAN), or a universal asynchronous receiver / transmitter (UART).

[0042] The human-powered vehicle 10 includes a motor 38 configured to provide propulsive force to the human-powered vehicle 10. The motor 38 includes, for example, one or more electric motors. The electric motor is, for example, a brushless motor. The motor 38 is configured to transmit rotational force to a human-powered driving force transmission path from the pedals 20A, 20B to the driving wheel 14A and to at least one of the driven wheels 14B. The power transmission path of the human-powered driving force from the pedals 20A, 20B to the driving wheel 14A also includes the driving wheel 14A. In this embodiment, the motor 38 is provided on the frame 18 of the human-powered vehicle 10 and configured to transmit rotational force to the first rotor 24.

[0043] The motor 38 is provided in, for example, a housing 40A. The housing 40A is provided in the frame 18. The housing 40A is, for example, detachably attached to the frame 18. The drive unit 40 includes the motor 38 and the housing 40A in which the motor 38 is provided. The drive unit 40 may be provided with a reducer connected to the output shaft of the motor 38.

[0044] In this embodiment, the housing 40A rotatably supports the crankshaft 12A. A third one-way clutch, for example, is provided in the power transmission path between the motor 38 and the crankshaft 12A. The third one-way clutch prevents the rotational force of the crankshaft 12A from being transmitted to the motor 38, for example, when the crankshaft 12A is rotated in the direction in which the human-powered vehicle 10 moves forward. The motor 38 may be provided in the hub of at least one of the driving wheels 14A and the driven wheels 14B. When the motor 38 is provided in the hub of at least one of the driving wheels 14A and the driven wheels 14B, the motor 38, together with the hub, constitutes, for example, a hub motor.

[0045] The human-powered vehicle 10 includes a transmission 42. The transmission 42 is configured, for example, to change the gear ratio of the human-powered vehicle 10. The transmission 42 is provided, for example, in a path for transmitting human-powered driving force in the human-powered vehicle 10. The gear ratio is, for example, the ratio of the rotational speed of the wheels 14 to the rotational speed of the crankshaft 12A. The rotational speed of the wheels 14 includes, for example, the rotational speed of the drive wheels 14A. The rotational speed of the wheels 14 and the rotational speed of the crankshaft 12A may each be expressed as the number of rotations per unit time. The gear ratio may be expressed by replacing the rotational speed of the wheels 14 with the number of teeth of one of at least one first rotor 24, and replacing the rotational speed of the crankshaft 12A with the number of teeth of one of at least one second rotor 26. The relationship between the gear ratio, the rotational speed of the wheels 14, and the rotational speed of the crankshaft 12A is expressed by Equation (1). In equation (1), R is the gear ratio, C is the rotational speed of the crankshaft 12A, and W is the rotational speed of the wheels 14. Formula (1): R=W / C

[0046] The transmission 42 includes, for example, a derailleur or an internal gearbox. A derailleur, for example, moves the connecting member 28, which engages with one of a plurality of sprockets, to another of the plurality of sprockets. An internal gearbox is provided, for example, in the hub of the rear wheel. The internal gearbox may include a CVT (Continuously Variable Transmission).

[0047] The transmission 42 includes an actuator. The actuator is configured to operate the transmission 42 to change the gear ratio, for example. The actuator includes a speed change motor, for example. The actuator may be omitted. In the case where the actuator is omitted, the transmission 42 is connected to the speed change operating device 44, for example, by a wire or the like.

[0048] The human-powered vehicle 10 includes, for example, a gear change operating device 44 configured to operate the gearbox 42. The gear change operating device 44 includes, for example, an operating unit operated by a user. User operations are input to the operating unit. The operating unit includes, for example, at least one of a switch, a lever, and a dial.

[0049] The human-powered vehicle 10 includes, for example, a braking device 46. The braking device 46 includes, for example, at least one of a rim brake and a disc brake. The rim brake, for example, brakes the rim of the human-powered vehicle 10. The disc brake, for example, brakes a disc brake rotor mounted on the human-powered vehicle 10.

[0050] The braking devices 46 include, for example, two braking devices 46 corresponding to the driving wheels 14A and the driven wheels 14B, respectively. Both of the two braking devices 46 may include rim brakes, or both of the two braking devices 46 may include disc brakes. One of the two braking devices 46 may include a rim brake, and the other of the two braking devices 46 may include a disc brake. The braking devices 46 may be operated by mechanical cables, hydraulically, or by electric actuators.

[0051] The human-powered vehicle 10 includes, for example, a brake operating device 48 configured to operate the brake device 46. The brake operating device 48 includes, for example, an operating unit that is operated by a user. For example, user operations are input to the operating unit. The operating unit includes, for example, at least one of a switch, a lever, and a dial.

[0052] The brake device 46 is configured to brake the wheels 14 when, for example, a brake operating device 48 is operated. When the brake device 46 is operated by an electric actuator, the brake operating device 48 is configured to transmit a brake operating signal to the brake device 46 when, for example, an operating unit is operated. When the brake device 46 is operated by an electric actuator, the brake device 46 operates based on the operating signal transmitted from the brake operating device 48, for example.

[0053] The control device 70 for a human-powered vehicle includes, for example, a control unit 72. The control unit 72 includes an arithmetic processing device that executes a predetermined control program. The arithmetic processing device included in the control unit 72 includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing devices included in the control unit 72 may be provided in multiple locations that are separate from each other. When one part and another part of the arithmetic processing device are provided in multiple locations that are separate from each other, the one part and the other part of the arithmetic processing device may be connected to each other so that they can communicate with each other. The control unit 72 may include one or more microcomputers. The control device 70 is provided, for example, in the housing 40A of the drive unit 40. The control device 70 may be provided on the frame 18.

[0054] The control device 70 further includes, for example, a storage unit 74. The storage unit 74 stores control programs and information used in the control processing. The storage unit 74 includes, for example, a nonvolatile memory and a volatile memory. The nonvolatile memory includes, for example, at least one of a read-only memory (ROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), and a flash memory. The volatile memory includes, for example, a random access memory (RAM).

[0055] The control device 70 may further include a drive circuit for the motor 38. The drive circuit is provided, for example, in the housing 40A of the drive unit 40. The drive circuit is provided, for example, on the same circuit board as the control unit 72. The drive circuit includes an inverter circuit. The drive circuit controls the power supplied from the battery 36 to the motor 38. The drive circuit is connected to the control unit 72 via a conductive wire, an electric cable, a wireless communication device, or the like. The drive circuit drives the motor 38 in response to a control signal from the control unit 72.

[0056] The human-powered vehicle 10 includes, for example, a vehicle speed detection unit 50. The vehicle speed detection unit 50 is configured to detect information related to the vehicle speed. The vehicle speed detection unit 50 is configured to detect information related to the rotational speed of the wheels 14, for example. The vehicle speed detection unit 50 is connected to the control unit 72, for example, wirelessly or by wire.

[0057] The vehicle speed detection unit 50 is configured to detect, for example, a magnet provided on the wheel 14. The vehicle speed detection unit 50 is configured to output a detection signal a predetermined number of times during one rotation of the wheel 14. The vehicle speed detection unit 50 outputs, for example, a signal corresponding to the rotation speed of the wheel 14. The control unit 72 is configured to calculate the vehicle speed based on, for example, the signal corresponding to the rotation speed of the wheel 14 and information related to the circumference of the wheel 14. The memory unit 74 stores, for example, information related to the circumference of the wheel 14.

[0058] The vehicle speed detection unit 50 includes, for example, a magnetic reed that constitutes a reed switch, or a magnetic sensor such as a Hall element. The vehicle speed detection unit 50 is configured to be attached to, for example, a chain stay of the frame 18 and to detect a magnet attached to the rear wheel. The vehicle speed detection unit 50 may also be provided in the front fork 30 and configured to detect a magnet attached to the front wheel.

[0059] The vehicle speed detection unit 50 may have any configuration as long as it can acquire information related to the vehicle speed. The vehicle speed detection unit 50 includes, for example, a Global Navigation Satellite System (GNSS) receiver. The GNSS receiver includes, for example, a Global Positioning System (GPS) receiver. For example, if the vehicle speed detection unit 50 includes a GPS receiver, the control unit 72 is configured to calculate the vehicle speed based on time and travel distance. The GNSS receiver may include a receiver of a satellite positioning system other than GPS. Examples of satellite positioning systems other than GPS include the Quasi-Zenith Satellite System (QZSS), the Global Navigation Satellite System (GLONASS), and Galileo. The vehicle speed detection unit 50 may be configured to detect slits provided in a disc brake, or may include an optical sensor or the like.

[0060] The vehicle speed detection unit 50 may include an acceleration sensor. If the vehicle speed detection unit 50 includes an acceleration sensor, the control unit 72 is configured to calculate the vehicle speed by integrating the detection value detected by the acceleration sensor. The vehicle speed detection unit 50 may include a geomagnetic sensor. The geomagnetic sensor is attached to, for example, the hub shell or the wheel 14. The geomagnetic sensor detects, for example, the rotation of the wheel 14. If the vehicle speed detection unit 50 includes a geomagnetic sensor, the control unit 72 estimates the vehicle speed according to, for example, the rotation state of the wheel 14.

[0061] The human-powered vehicle 10 includes, for example, a crank rotation state detection unit 52. The crank rotation state detection unit 52 is configured to detect, for example, the rotation angle of the crankshaft 12A. The crank rotation state detection unit 52 includes a crank rotation sensor. The crank rotation sensor is configured to detect information related to the rotation speed of the crankshaft 12A. The crank rotation sensor is provided, for example, in the frame 18 or the drive unit 40. The crank rotation sensor may also be provided in the housing 40A of the drive unit 40.

[0062] The crank rotation state detection unit 52 includes a magnetic sensor that outputs a signal corresponding to the strength of a magnetic field. The magnetic sensor detects an annular magnet whose magnetic field strength varies circumferentially. The annular magnet is provided, for example, on the crankshaft 12A, a member that rotates in conjunction with the crankshaft 12A, or a power transmission path from the crankshaft 12A to the first rotor 24. The member that rotates in conjunction with the crankshaft 12A may include the output shaft of the motor 38.

[0063] The crank rotation state detection unit 52 outputs a signal corresponding to, for example, the rotation speed of the crankshaft 12A. For example, if a first one-way clutch is not provided between the crankshaft 12A and the first rotating body 24, the magnet may be provided on the first rotating body 24. The crank rotation state detection unit 52 may have any configuration as long as it can acquire information regarding the rotation speed of the crankshaft 12A. Instead of a magnetic sensor, the crank rotation state detection unit 52 may include an optical sensor, an acceleration sensor, a gyro sensor, a torque sensor, or the like. The crank rotation state detection unit 52 is connected to the control unit 72 wirelessly or via a wire.

[0064] The human-powered vehicle 10 includes, for example, a human-powered driving force detection unit 54 that detects the human-powered driving force. The human-powered driving force detection unit 54 includes, for example, a torque sensor. The torque sensor is configured to detect information related to the human-powered driving force. The torque sensor is provided, for example, in the power transmission path or near a member included in the power transmission path. The members included in the power transmission path include, for example, at least one of the crankshaft 12A, a member that transmits the human-powered driving force between the crankshaft 12A and the first rotor 24, the crank arms 12B, 12C, and the pedals 20A, 20B. The torque sensor may be provided in at least one of the frame 18 and the drive unit 40. The torque sensor is connected to the control unit 72 wirelessly or by wire.

[0065] The manual driving force detection unit 54 is configured to output a signal corresponding to the torque applied to the crankshaft 12A by the manual driving force, for example. If a first one-way clutch is provided in the power transmission path, the manual driving force detection unit 54 is provided on the input side of the manual driving force relative to the first one-way clutch in the power transmission path. In other words, if a first one-way clutch is provided in the power transmission path, the manual driving force detection unit 54 is provided on the crankshaft 12A side of the first one-way clutch in the power transmission path.

[0066] The manual driving force detection unit 54 includes a strain sensor, a magnetostrictive sensor, or a pressure sensor. The strain sensor includes a strain gauge. The manual driving force detection unit 54 may have any configuration as long as it can acquire information related to the manual driving force, and may include, for example, a sensor that detects the pressure applied to the pedals 20A, 20B, or a sensor that detects the tension of the chain.

[0067] The human-powered vehicle 10 includes, for example, an inclination detection unit 56. The inclination detection unit 56 is configured to detect, for example, information relating to the inclination angle of the human-powered vehicle 10. The inclination detection unit 56 is configured to detect, for example, at least one of the pitch angle of the human-powered vehicle 10, the roll angle of the human-powered vehicle 10, and the yaw angle of the human-powered vehicle 10.

[0068] The inclination detection unit 56 is configured to detect, for example, the gradient of the road corresponding to the inclination angle of the human-powered vehicle 10. The inclination angle of the human-powered vehicle 10 is, for example, the inclination angle in the direction of travel of the human-powered vehicle 10. The inclination angle of the human-powered vehicle 10 corresponds, for example, to the pitch angle of the human-powered vehicle 10. The inclination detection unit 56 is connected to the control unit 72, for example, wirelessly or by wire.

[0069] The tilt detection unit 56 includes, for example, at least one of a gyro sensor and an acceleration sensor. The tilt detection unit 56 may include a GNSS receiver. The GNSS receiver includes, for example, a GPS receiver. The control unit 72 is configured to obtain the gradient of the current road on which the human-powered vehicle 10 is traveling based on, for example, position information determined based on GPS information acquired by the GPS receiver and the road gradient included in map information pre-recorded in the memory unit 74. The GNSS receiver may include a receiver for a satellite positioning system other than GPS. The control unit 72 may use, for example, a value obtained by subtracting the inclination angle of the road surface from the pitch angle detected by the tilt detection unit 56 as the pitch angle.

[0070] The human-powered vehicle 10 includes, for example, a steering angle detection unit 58. The steering angle detection unit 58 is configured, for example, to detect the steering angle of a steering unit 60 of the human-powered vehicle 10. The steering angle of the steering unit 60 includes, for example, the steering angle of the steering unit 60 relative to the frame 18. The steering unit 60 includes, for example, at least one of the handlebar 34, the wheels 14, and the front fork 30. The steering angle detection unit 58 is configured, for example, to detect at least one of the angle of the handlebar 34 relative to the frame 18, the angle of the wheels 14 relative to the frame 18, and the angle of the front fork 30 relative to the frame 18. The steering angle detection unit 58 is provided, for example, on the head tube 18A of the frame 18 and detects the rotation angle of the front fork 30 relative to the head tube 18A. The steering angle detection unit 58 includes, for example, at least one of a rotary encoder and a rotary potentiometer.

[0071] The control unit 72 is configured, for example, to control the motor 38 that provides a propulsive force to the human-powered vehicle 10. For example, when the crankshaft 12A rotates in the direction in which the human-powered vehicle 10 moves forward, the control unit 72 is configured to control the motor 38 so as to provide an assist force to the human-powered vehicle 10. For example, when the crankshaft 12A rotates in the direction opposite to the direction in which the human-powered vehicle 10 moves forward, the control unit 72 is configured to control the motor 38 so as not to provide an assist force to the human-powered vehicle 10.

[0072] The control unit 72 is configured to be able to change the predetermined assist level, for example. The control unit 72 is configured to be able to select one of a plurality of predetermined assist levels, for example. The number of the plurality of predetermined assist levels is, for example, 3 or more and 9 or less.

[0073] The assist level includes, for example, at least one of the assist ratio, which is the ratio of the output of the motor 38 to the human-powered driving force input to the human-powered vehicle 10, the upper limit of the output of the motor 38, and the output of the motor 38. The higher the assist level, the greater the assist ratio, the upper limit of the output of the motor 38, and the output of the motor 38. The lower the assist level, the smaller the assist ratio, the upper limit of the output of the motor 38, and the output of the motor 38.

[0074] When the assist level includes an assist ratio, a different assist ratio is set for each of the plurality of predetermined assist levels. When the assist level includes an upper limit value for the output of the motor 38, a different upper limit value for the output of the motor 38 is set for each of the plurality of predetermined assist levels. When the assist level includes the output of the motor 38, a different output of the motor 38 is set for each of the plurality of predetermined assist levels. When the assist level includes two or more elements of the assist ratio, the upper limit value for the output of the motor 38, and the output of the motor 38, each of the plurality of predetermined assist levels is set so that at least one of the elements included in the predetermined assist level is different from the other predetermined assist levels.

[0075] The manual driving force corresponds to, for example, the propulsive force of the human-powered vehicle 10 generated by the user rotating the crankshaft 12A. The manual driving force corresponds to, for example, the driving force input to the first rotor 24 by the user rotating the crankshaft 12A. The manual driving force is expressed, for example, by torque. In this embodiment, when the manual driving force is expressed by torque, it is referred to as manual torque HT. The manual driving force may also be expressed by power. The power of the manual driving force is, for example, the product of the torque applied to the crankshaft 12A and the rotational speed of the crankshaft 12A. In this embodiment, when the manual driving force is expressed by power, it is referred to as manual power.

[0076] The control unit 72 is configured to control the motor 38 so that the assist force is equal to or less than the maximum assist force, for example. The maximum assist force corresponds to, for example, the upper limit of the output of the motor 38. The assist force includes, for example, a driving force input to the first rotor 24 according to the output of the motor 38. The assist force corresponds, for example, to the propulsion force of the human-powered vehicle 10 generated by the rotation of the motor 38. If the drive unit 40 includes a reducer, the assist force corresponds, for example, to the output of the reducer.

[0077] The assist force is expressed, for example, by torque. In this embodiment, when the assist force is expressed by torque, the assist force is referred to as assist torque AT. The assist force may also be expressed by power. In this embodiment, when the assist force is expressed by power, the assist force is referred to as assist power. The assist power is, for example, the product of the output torque of the reducer and the rotational speed of the output shaft of the reducer. The ratio of the assist force to the manual driving force may be the ratio of the assist torque AT to the manual torque HT, or may be the ratio of the assist power to the manual power.

[0078] The control unit 72 is configured, for example, to control the motor 38 so that the assist torque AT is equal to or less than the maximum assist torque. The maximum assist torque corresponds to the upper limit of the output of the motor 38. The maximum assist torque is, for example, a value in the range of 20 Nm or more and 200 Nm or less. The maximum assist torque is determined, for example, by at least one of the output characteristics of the motor 38 and the control state of the motor 38. The control unit 72 may be configured to control the motor 38 so that the assist power is equal to or less than the maximum assist power. The maximum assist power corresponds to the upper limit of the output of the motor 38.

[0079] The control unit 72 is configured, for example, to control the motor 38 so that the response speed of the assist torque AT relative to the manual driving force becomes a predetermined value. The control unit 72 is configured, for example, to control the motor 38 so that the response speed when the manual driving force decreases is slower than the response speed when the manual driving force increases. For example, when the manual driving force decreases, the control unit 72 slows the response speed by performing a filter process. The filter includes, for example, a time constant. The assist level may include the response speed. The slower the response speed when the manual driving force decreases, the higher the assist level. The faster the response speed when the manual driving force increases, the higher the assist level.

[0080] For example, the control unit 72 is configured to control the motor 38 so as to stop the motor 38 when a pedaling state occurs in a predetermined pedaling state while the motor 38 is being driven.

[0081] The predetermined pedaling state includes, for example, a state in which the rider has stopped pedaling or a state in which the rider is about to stop pedaling. The predetermined pedaling state includes, for example, a pedaling state in which the rotational speed of the crankshaft 12A is equal to or lower than a predetermined rotational speed. For example, when the rotational speed of the crankshaft 12A is equal to or lower than the predetermined rotational speed, the control unit 72 is configured to determine that the predetermined pedaling state is a state in which the rider has stopped pedaling or a state in which the rider is about to stop pedaling.

[0082] The predetermined rotational speed is, for example, equal to or greater than 0 rpm and equal to or less than 10 rpm. The predetermined rotational speed is, for example, greater than 0 rpm. The predetermined rotational speed is, for example, 5 rpm. The predetermined rotational speed may be 3 rpm. For example, when the rotational speed of the crankshaft 12A is 0 rpm, the control unit 72 is configured to determine that the predetermined pedaling state is a state in which the rider has stopped pedaling. For example, when the rotational speed of the crankshaft 12A is greater than 0 rpm and equal to or less than 10 rpm, the control unit 72 is configured to determine that the predetermined pedaling state is a state in which the rider is about to stop pedaling.

[0083] The predetermined rotation speed may be set based on the rotation speed at which the crankshaft 12A swings when the rider stops pedaling. The control unit 72 may be configured to determine that the pedaling state is the predetermined pedaling state when the manual driving force is equal to or less than a stop determination driving force. The stop determination driving force is, for example, a manual torque HT of 1 Nm or more and 5 Nm or less.

[0084] The control unit 72 is configured, for example, to control the motor 38 so as to stop the motor 38 by the time a first period has elapsed from a predetermined time point when the pedaling state becomes a predetermined pedaling state. The control unit 72 is configured, for example, to control the motor 38 so as to stop the motor 38 when the first period has elapsed from the predetermined time point. The control unit 72 is configured, for example, to control the motor 38 so as to stop the motor 38 within the first period from the predetermined time point.

[0085] The control unit 72 is configured, for example, to control the motor 38 so as to stop the motor 38 when a first period of time has elapsed since a predetermined time point. The control unit 72 may also be configured to control the motor 38 so as to stop the motor 38 at a time point before the first period of time has elapsed since the predetermined time point. The control unit 72 is configured, for example, to control the motor 38 so that the motor 38 is not providing propulsive force to the human-powered vehicle 10 after the first period of time has elapsed since the predetermined time point. The control unit 72 is configured, for example, to control the motor 38 so that the motor 38 is stopped after the first period of time has elapsed since the predetermined time point.

[0086] The predetermined time point is, for example, the time when the rider stops pedaling. The predetermined time point is, for example, the time when the pedaling state becomes a predetermined pedaling state. The predetermined time point does not have to coincide with the time when the pedaling state becomes the predetermined pedaling state.

[0087] The predetermined time point may be a first time point before the pedaling state becomes the predetermined pedaling state. The first time point is, for example, a time point N calculation cycles before the time point at which the control unit 72 determines that the pedaling state is the predetermined pedaling state. The predetermined time point may be a second time point after the pedaling state becomes the predetermined pedaling state. The second time point is, for example, a time point N calculation cycles after the time point at which the control unit 72 determines that the pedaling state is the predetermined pedaling state. N is, for example, a natural number greater than or equal to 1.

[0088] The first period is set, for example, based on the period from a predetermined point in time until the travel distance of the human-powered vehicle 10 reaches a predetermined distance. The predetermined distance is, for example, 1 meter or more and 5 meters or less. The predetermined distance is, for example, 2 meters. The first period may also be set based on the time from a predetermined point in time until the travel distance of the human-powered vehicle 10 reaches a predetermined distance.

[0089] The control unit 72 is configured, for example, to set the control state of the motor 38 to either a first control state or a second control state. The control unit 72 is configured, for example, to set the control state to either the first control state or the second control state according to a setting condition for the control state. The setting condition is established, for example, according to a parameter. The setting condition includes, for example, a first condition for setting the control state to the first control state and a second condition for setting the control state to the second control state. The second condition is, for example, mutually exclusive with the first condition. The second condition may not be mutually exclusive with the first condition, but may be independent of the first condition.

[0090] The parameters for setting the control state include, for example, the pitch angle of the human-powered vehicle 10. The first condition is met, for example, when the pitch angle is equal to or greater than a first pitch angle. For example, when the pitch angle is equal to or greater than the first pitch angle, the control unit 72 is configured to set the control state to the first control state.

[0091] The second condition is met, for example, when the pitch angle is smaller than a first pitch angle. The control unit 72 is configured to set the control state to the second control state when the pitch angle is smaller than the first pitch angle. The first pitch angle is, for example, an angle corresponding to a downward gradient.

[0092] The parameters for setting the control state include, for example, the roll angle of the human-powered vehicle 10. The first condition is met, for example, when the roll angle is equal to or greater than a predetermined roll angle. The control unit 72 is configured to set the control state to the first control state when, for example, the roll angle is equal to or greater than the predetermined roll angle.

[0093] The second condition is met, for example, when the roll angle is smaller than a predetermined roll angle. The control unit 72 is configured to set the control state to the second control state, for example, when the roll angle is smaller than the predetermined roll angle.

[0094] The parameters for setting the control state include, for example, the gear ratio, which is the ratio of the rotational speed of the drive wheels 14A of the human-powered vehicle 10 to the rotational speed of the crankshaft 12A of the human-powered vehicle 10. The first condition is met, for example, when the gear ratio is greater than the first gear ratio. For example, when the gear ratio is greater than the first gear ratio, the control unit 72 is configured to set the control state to the first control state. The second condition is met, for example, when the gear ratio is equal to or less than the first gear ratio. For example, when the gear ratio is equal to or less than the first gear ratio, the control unit 72 is configured to set the control state to the second control state.

[0095] The parameters for setting the control state include, for example, the steering angle of the steering unit 60 of the human-powered vehicle 10. The first condition is met, for example, when the steering angle is greater than a predetermined angle. For example, when the steering angle is greater than the predetermined angle, the control unit 72 sets the control state to the first control state. The second condition is met, for example, when the steering angle is equal to or less than a predetermined angle. For example, when the steering angle is equal to or less than the predetermined angle, the control unit 72 is configured to set the control state to the second control state.

[0096] The parameters for setting the control state may include at least one of the assist ratio, assist mode, rotational state of the crankshaft 12A, human-powered driving force, suspension displacement, and adjustable seatpost displacement instead of or in addition to at least one of the pitch angle, roll angle, gear ratio, and steering angle. The human-powered vehicle 10 further includes a predetermined detector that corresponds to at least one of the parameters related to the suspension displacement and the adjustable seatpost displacement, for example.

[0097] The control unit 72 is configured, for example, in the first control state, to control the motor 38 so that when the pedaling state becomes a predetermined pedaling state, the output of the motor 38 is gradually reduced and the motor 38 is stopped within a first period of time from the predetermined point in time. The control unit 72 is configured, for example, in the first control state, to control the motor 38 so that when the pedaling state becomes a predetermined pedaling state, the output of the motor 38 is gradually reduced and the motor 38 is stopped within a first period of time from the predetermined point in time. The control unit 72 is configured, for example, in the first control state, to control the motor 38 so that when the pedaling state becomes a predetermined pedaling state, the output of the motor 38 is gradually reduced and the motor 38 is stopped within a first period of time from the predetermined point in time.

[0098] The control unit 72 is configured, for example, to control the motor 38 so that the output of the motor 38 remains at the first output until a second period, which is shorter than the first period, has elapsed from the predetermined time point. The control unit 72 is configured, for example, to control the motor 38 so that the output of the motor 38 decreases when the second period has elapsed from the predetermined time point. After the second period has elapsed, the control unit 72 is configured, for example, to control the motor 38 so that the motor 38 stops by the time the first period has elapsed from the predetermined time point.

[0099] The control unit 72 is configured, for example, to control the motor 38 in the second control state so that the output of the motor 38 is the first output until a second period shorter than the first period has elapsed from a predetermined time point, to control the motor 38 to reduce the output of the motor 38 after the second period has elapsed from the predetermined time point, and to control the motor 38 to stop the motor 38 before the first period has elapsed from the predetermined time point. The control unit 72 is configured, for example, to control the motor 38 in the second control state so that the output of the motor 38 is the first output until the second period has elapsed from the predetermined time point, to control the motor 38 to reduce the output of the motor 38 after the second period has elapsed from the predetermined time point, and to control the motor 38 to stop the motor 38 within the first period from the predetermined time point.

[0100] The second period is, for example, a period during which the travel distance of the human-powered vehicle 10 from a predetermined time point becomes a first distance. The first distance is shorter than the predetermined distance. The second period may be the time during which the travel distance of the human-powered vehicle 10 from a predetermined time point becomes the first distance. The second period is determined, for example, according to the output of the motor 38 from the predetermined time point. The control unit 72 determines the second period such that, for example, the second period when the output of the motor 38 is small is longer than the second period when the output of the motor 38 is large. The second period may be determined according to the length of the first period. The control unit 72 may determine the second period based on, for example, a table relating the first periods and the second periods. The table relating the first periods and the second periods is stored, for example, in the storage unit 74.

[0101] The first output may be equal to, for example, the upper limit of the output of the motor 38. If the first output is greater than the output of the motor 38 at the predetermined time, the control unit 72 is configured to control the motor 38 so that the output of the motor 38 increases when the pedaling state becomes the predetermined pedaling state. The first output may be equal to the output of the motor 38 at the predetermined time. If the first output is equal to the output of the motor 38 at the predetermined time, the control unit 72 is configured to control the motor 38 to maintain the output of the motor 38 until the second period has elapsed.

[0102] The control unit 72 is configured, for example, to control the motor 38 so that the first output when the braking device 46 of the human-powered vehicle 10 is operating is smaller than the first output when the braking device 46 is not operating. The first output when the braking device 46 is operating is, for example, the upper limit of the output of the motor 38, or the output of the motor 38 at a predetermined point in time. The first output when the braking device 46 is not operating is, for example, 0 W or more and 1 W or less. The control unit 72 determines whether the braking device 46 is operating based on, for example, at least one of the operating state of the braking device 46 and the operating state of the brake operating device 48.

[0103] The control unit 72 is configured, for example, to control the motor 38 so that the output of the motor 38 begins to decrease when a second period has elapsed from a predetermined point in time. The control unit 72 is configured, for example, to control the motor 38 so that the output of the motor 38 begins to decrease when the second period has elapsed. The control unit 72 is configured, for example, to control the motor 38 so that the output of the motor 38 gradually decreases when the second period has elapsed from the predetermined point in time, so that the motor 38 stops between the second period and the first period. The control unit 72 may be configured, for example, to control the motor 38 so that the output of the motor 38 decreases in proportion to the elapsed time when the second period has elapsed from the predetermined point in time.

[0104] The control unit 72 may be configured to control the motor 38 so that the output of the motor 38 changes in response to the manual driving force until the second period has elapsed, and may control the motor 38 so that the response speed when the manual driving force decreases is a predetermined response speed. When the pedaling state reaches the predetermined pedaling state, the output of the motor 38 gradually decreases in response to the decrease in the manual driving force. The control unit 72 may be configured to control the motor 38 so that, after the second period has elapsed from the predetermined point in time, the response speed of the motor 38 is increased, thereby reducing the output of the motor 38 earlier than before the second period has elapsed. The control unit 72 delays the response speed, for example, by filtering. The filter includes, for example, a time constant. For example, after the second period has elapsed from the predetermined point in time, the control unit 72 increases the response speed of the motor 38 by decreasing the time constant.

[0105] The control unit 72 is configured, for example, to control the motor 38 in the second control state to reduce the output of the motor 38 so that the degree of reduction in the output of the motor 38 is different from that in the first control state until a second period shorter than the first period has elapsed from a predetermined time point, and to stop the motor 38 before the first period has elapsed from the predetermined time point. The control unit 72 is configured, for example, to control the motor 38 in the second control state to reduce the output of the motor 38 so that the degree of reduction in the output of the motor 38 is smaller than that in the first control state until the second period has elapsed from the predetermined time point, and to stop the motor 38 before the first period has elapsed from the predetermined time point.

[0106] The degree of reduction in the output of the motor 38 varies, for example, depending on at least one of the voltage and current applied to the motor 38. The degree of reduction in the output of the motor 38 is, for example, the ratio of a second voltage applied to the motor 38 after the output of the motor 38 has been reduced to a first voltage applied to the motor 38 before the output of the motor 38 has been reduced. The degree of reduction in the output of the motor 38 may also be the ratio of a first current applied to the motor 38 after the output of the motor 38 has been reduced to a first current applied to the motor 38 before the output of the motor 38 has been reduced.

[0107] For example, in the second control state, the control unit 72 controls the motor 38 so that the output of the motor 38 gradually decreases when a second period has elapsed since a predetermined time point. For example, the control unit 72 is configured to control the motor 38 so that the motor 38 stops before a first period has elapsed since the predetermined time point. For example, in the second control state, the control unit 72 controls the motor 38 so that the output of the motor 38 gradually decreases when a second period has elapsed since the predetermined time point. For example, the control unit 72 is configured to control the motor 38 so that the motor 38 stops within the first period from the predetermined time point.

[0108] The control unit 72 is configured to determine the first period based on, for example, a parameter related to the human-powered vehicle 10 other than the vehicle speed. The control unit 72 is configured to determine the first period based on, for example, a parameter related to the human-powered vehicle 10 other than the vehicle speed in the second control state. The control unit 72 may be configured to calculate the first period based on the vehicle speed in the first control state.

[0109] The first period in the second control state may be different from the first period in the first control state. For example, the first period in the second control state may be longer than the first period in the first control state. The first period in the second control state may be shorter than the first period in the first control state.

[0110] For example, in the first control state, the control unit 72 calculates the time from when the rider stops pedaling until the travel distance of the human-powered vehicle 10 reaches a first distance as the first period. For example, in the second control state, the control unit 72 calculates the time from when the rider stops pedaling until the travel distance of the human-powered vehicle 10 reaches a second distance as the first period. Both the first distance and the second distance are equal to or shorter than a predetermined distance. The first distance is, for example, shorter than the second distance. The control unit 72 is configured to determine the first period by setting the control state to either the first control state or the second control state based on a parameter for setting the control state.

[0111] The parameters for determining the first period relate to at least one of the following: the gear ratio, which is the ratio of the rotational speed of the drive wheels 14A of the human-powered vehicle 10 to the rotational speed of the crankshaft 12A of the human-powered vehicle 10; the assist ratio, which is the ratio of the output of the motor 38 to the human-powered driving force input to the human-powered vehicle 10; the assist mode; the tilt angle of the human-powered vehicle 10; the steering angle of the steering unit 60 of the human-powered vehicle 10; the rotational state of the crankshaft 12A; and the human-powered driving force. The rotational state of the crankshaft 12A includes, for example, at least one of the rotation amount of the crankshaft 12A and the rotational speed of the crankshaft 12A. The parameters are, for example, parameters at a predetermined time point. The control unit 72 is configured to determine the first period based on, for example, the parameters at the predetermined time point.

[0112] The control unit 72 is configured to, for example, calculate, based on parameters, an estimated time from when the rider stops pedaling until the travel distance of the human-powered vehicle 10 reaches or exceeds a predetermined distance. The control unit 72 is configured to, for example, calculate, based on parameters, an estimated time from a predetermined point in time until the travel distance of the human-powered vehicle 10 reaches a predetermined distance. The control unit 72 is configured to, for example, calculate the estimated time based on at least one of the gear ratio, assist ratio, assist mode, tilt angle of the human-powered vehicle 10, steering angle of the steering unit 60 of the human-powered vehicle 10, rotation state of the crankshaft 12A, and human-powered driving force of the human-powered vehicle 10. The control unit 72 is configured to, for example, determine a first period based on the estimated time. The first period is, for example, the estimated time. The control unit 72 is configured to, for example, control the motor 38 to stop the motor 38 by the time the pedaling state reaches a predetermined pedaling state and the estimated period has elapsed. The control unit 72 is configured to control the motor 38 so as to stop the motor 38 when an estimated period has elapsed since the pedaling state became a predetermined pedaling state, for example.

[0113] For example, the control unit 72 calculates a first estimated time from when the rider stops pedaling until the travel distance of the human-powered vehicle 10 reaches or exceeds a predetermined distance based on a travel distance-related value related to the travel distance. For example, the control unit 72 calculates a second estimated time by correcting the first estimated time based on a parameter. For example, the control unit 72 is configured to control the motor 38 to stop the motor 38 using the second estimated time. For example, the control unit 72 calculates the second estimated time so that the second estimated time when the parameter corresponds to a riding environment where the rider's load is high is longer than the second estimated time when the parameter corresponds to a riding environment where the rider's load is low. For example, the control unit 72 is configured to calculate a second corrected time such that the motor 38 does not stop after the travel distance of the human-powered vehicle 10 reaches or exceeds a predetermined distance from when the rider stops pedaling.

[0114] For example, in the second control state, the control unit 72 calculates the first estimated time without using the detection value of the vehicle speed detection unit 50. For example, in the first control state, the control unit 72 may calculate the first estimated time using the detection value of the vehicle speed detection unit 50, and use the calculated first estimated time as the estimated time without correcting it based on parameters.

[0115] The control unit 72 calculates the first estimated time without using, for example, a detection value from the vehicle speed detection unit 50. The control unit 72 calculates the first estimated time based on, for example, a predetermined gear ratio, a tire circumference, and a rotation speed of the motor 38.

[0116] The predetermined gear ratio is, for example, the ratio of the rotational speed of the drive wheels 14A to the rotational speed of the motor 38. If a transmission 42 is included in the path from the motor 38 to the transmission path of the human-powered driving force, the predetermined gear ratio includes the gear ratio of the transmission 42. If a reducer is included in the path from the motor 38 to the transmission path of the human-powered driving force, the predetermined gear ratio includes the reduction ratio of the reducer. The tire circumference is pre-stored in the memory unit 74. The control unit 72 may calculate the tire circumference from the relationship between the rotational speed of the wheels 14 and the travel distance obtained from an acceleration sensor that detects the acceleration of the human-powered vehicle 10 in the traveling direction. The control unit 72 may calculate the rotational speed of the wheels 14 based on the output of the vehicle speed detection unit 50 or the rotational speed and gear ratio of the crankshaft 12A. The control device 70 includes, for example, a sensor that detects the rotational speed of the motor 38.

[0117] The control unit 72 estimates the rotation speed (rpm) of the wheels 14 by, for example, multiplying the rotation speed (rpm) of the motor 38 by a predetermined gear ratio. The control unit 72 calculates an estimated travel distance per unit time by, for example, multiplying the estimated rotation speed (rpm) of the wheels 14 by the tire circumference (m). The control unit 72 calculates an estimated travel distance per second (m / sec) by, for example, multiplying the estimated rotation speed (rpm) of the wheels 14 by the tire circumference (m) and dividing the result by 60. The control unit 72 calculates the time (sec) required to travel a predetermined distance as the first estimated time (sec) by, for example, dividing a predetermined distance (m) by the estimated travel distance per unit time (m / sec). The first estimated time and the SI prefixes of the units used to calculate the first estimated time are merely examples and can be changed as desired. The unit of the first estimated time may be msec. The order of the calculation steps in the example for calculating the first estimated time can be changed as appropriate. The control unit 72 calculates the first estimated time based on, for example, equation (2).

[0118] Formula (2): TA=LA / [(MS×RA×LT) / 60] TA is the first estimated time. LA is the predetermined distance. MS is the rotation speed of the motor 38. RA is the predetermined gear ratio. LT is the tire circumference.

[0119] The control unit 72 may calculate the first estimated time using, for example, a detection value of the vehicle speed detection unit 50. When the control unit 72 calculates the first estimated time using a detection value of the vehicle speed detection unit 50, the control unit 72 uses, for example, the rotation speed of the wheels 14 acquired by the vehicle speed detection unit 50 instead of (MS×RA) in equation (2).

[0120] The parameters for determining the first period include, for example, the pitch angle of the human-powered vehicle 10. The pitch angle may be the inclination angle of the road on which the human-powered vehicle 10 is traveling. For example, when the wheels 14 are in contact with the level ground, the pitch angle is 0 degrees. When the human-powered vehicle 10 is traveling uphill, the pitch angle is a value greater than 0. When the human-powered vehicle 10 is traveling downhill, the pitch angle is a value less than 0.

[0121] The control unit 72 is configured to determine the first period based on the pitch angle, for example, so that the first period when the pitch angle is the second pitch angle is longer than the first period when the pitch angle is the third pitch angle. The second pitch angle is, for example, an angle corresponding to an uphill gradient. The second pitch angle may be an angle corresponding to a flat road. The third pitch angle is, for example, an angle corresponding to a downhill gradient. The control unit 72 is configured to, for example, shorten the first period as the pitch angle decreases. The control unit 72 calculates the second estimated time, for example, by correcting the first estimated time based on the pitch angle.

[0122] The parameters for determining the first period include, for example, the gear ratio, which is the ratio of the rotational speed of the drive wheels 14A of the human-powered vehicle 10 to the rotational speed of the crankshaft 12A of the human-powered vehicle 10. The control unit 72 is configured to determine the first period based on the gear ratio, for example, so that the first period when the gear ratio is equal to or less than the second gear ratio is longer than the first period when the gear ratio is greater than the second gear ratio. The second gear ratio is, for example, greater than 1 and less than 1.2. The control unit 72 calculates the second estimated time by, for example, correcting the first estimated time based on the gear ratio.

[0123] The parameters for determining the first period include, for example, the rotational speed of the crankshaft 12A of the human-powered vehicle 10. The control unit 72 is configured to determine the first period based on the rotational speed of the crankshaft 12A so that, for example, the first period when the rotational speed of the crankshaft 12A when the pedaling state becomes a predetermined pedaling state is lower than the second rotational speed is longer than the first period when the rotational speed of the crankshaft 12A when the pedaling state becomes the predetermined pedaling state is equal to or greater than the second rotational speed. The control unit 72 calculates the second estimated time by, for example, correcting the first estimated time based on the rotational angle of the crankshaft 12A.

[0124] The parameters for determining the first period include, for example, the human-powered driving force input to the human-powered vehicle 10. The control unit 72 is configured to determine the first period based on the human-powered driving force so that, for example, the first period when the human-powered driving force that causes the pedaling state to become the predetermined pedaling state is equal to or greater than the second human-powered driving force is longer than the first period when the human-powered driving force that causes the pedaling state to become the predetermined pedaling state is smaller than the second human-powered driving force. The control unit 72 calculates the second estimated time by, for example, correcting the first estimated time based on the human-powered driving force.

[0125] The parameter for determining the first period may include the torque of the motor 38. The control unit 72 is configured to determine the first period based on, for example, the torque of the motor 38 when the pedaling state is a predetermined pedaling state. The control unit 72 may obtain the torque of the motor 38 based on the output of a current sensor that detects the current of the motor 38, or may obtain the torque of the motor 38 based on a command value for the current supplied to the motor 38. The control unit 72 calculates the second estimated time by, for example, correcting the first estimated time based on the torque of the motor 38.

[0126] The parameters for determining the first period may include at least one of the assist ratio, assist mode, steering angle, suspension displacement, and adjustable seat post displacement instead of or in addition to at least one of the pitch angle, gear ratio, rotational speed of crankshaft 12A, manual driving force, and torque of motor 38.

[0127] 3 and 4, a process in which the control unit 72 controls the motor 38 will be described. For example, when power is supplied to the control unit 72, the control unit 72 starts the process of step S11 in the flowchart shown in Fig. 3. When the flowcharts of Fig. 3 and 4 end, the control unit 72 repeats the process from step S11 at predetermined intervals, for example, until the supply of power is stopped.

[0128] In the process of step S11, the control unit 72 determines whether the human-powered vehicle 10 is traveling. For example, if the wheels 14 are rotating, the control unit 72 determines that the human-powered vehicle 10 is traveling. If the human-powered vehicle 10 is traveling, the control unit 72 proceeds to the process of step S12. If the human-powered vehicle 10 is not traveling, the control unit 72 ends the process. For example, if the human-powered vehicle 10 is stopped, the control unit 72 determines that the human-powered vehicle 10 is not traveling. For example, if the wheels 14 are stopped rotating, the control unit 72 determines that the human-powered vehicle 10 is stopped.

[0129] In the process of step S12, the control unit 72 determines whether the pedaling state is a predetermined pedaling state. For example, if the rotation speed of the crankshaft 12A is equal to or lower than a predetermined rotation speed, the control unit 72 determines that the pedaling state is the predetermined pedaling state. If the pedaling state is the predetermined pedaling state, the control unit 72 proceeds to the process of step S13. If the pedaling state is not the predetermined pedaling state, the control unit 72 ends the process.

[0130] In the process of step S13, the control unit 72 determines whether or not a first condition is met. If the first condition is met, the control unit 72 proceeds to the process of step S14. In the process of step S14, the control unit 72 determines a first period in accordance with the vehicle speed, and proceeds to the process of step S15. In the process of step S15, the control unit 72 controls the motor 38 to gradually reduce the output of the motor 38, and proceeds to the process of step S16. In the process of step S16, the control unit 72 controls the motor 38 to stop the motor 38 before the first period has elapsed, and then ends the process.

[0131] The processes of steps S14, S15, and S16 correspond to the first control state. The control unit 72 may be configured to set the control state to the first control state when a first condition is met. In the process of step S14, the control unit 72 may calculate a first estimated time using, for example, a detection value of the vehicle speed detection unit 50, and determine the calculated first estimated time as the first period. In the process of step S14, the control unit 72 may determine the first estimated time calculated using equation (2) as the first period.

[0132] If the first condition is not met in the processing of step S13, the control unit 72 proceeds to processing of step S17. In this processing, the first condition is mutually exclusive with the second condition. If the first condition is not met in this processing, it corresponds to the case where the second condition is met. In the processing of step S17, the control unit 72 determines a first period according to the parameters, and proceeds to processing of step S18. In the processing of step S18, the control unit 72 determines whether the braking device 46 has operated. For example, if the brake operating device 48 has been operated by the user, the control unit 72 determines that the braking device 46 has operated. If the braking device 46 has operated, the control unit 72 proceeds to processing of step S19. If the braking device 46 has not operated, the control unit 72 proceeds to processing of step S20.

[0133] In the process of step S19, the control unit 72 sets the first output to be smaller than when the braking device 46 does not operate, and then proceeds to the process of step S20. In the process of step S20, the control unit 72 controls the motor 38 so that the output of the motor 38 becomes the first output until the second period has elapsed, and then proceeds to the process of step S21.

[0134] In the process of step S21, the control unit 72 determines whether the second period has elapsed. If the second period has elapsed, the control unit 72 proceeds to the process of step S22. If the second period has not elapsed, the control unit 72 proceeds to the process of step S20. In the process of step S22, the control unit 72 controls the motor 38 to gradually reduce the output of the motor 38, and proceeds to the process of step S23. In the process of step S23, the control unit 72 controls the motor 38 to stop the motor 38 before the first period has elapsed, and ends the process.

[0135] The processes of steps S17, S18, S19, S20, S21, S22, and S23 correspond to the second control state. The control unit 72 may be configured to set the control state to the second control state when a second condition is met. In step S17, the control unit 72 determines, as the first period, a second estimated time obtained by correcting the first estimated time calculated by equation (2), for example.

[0136] The process of step S18 and the process of step S19 may be omitted. If the process of step S18 and the process of step S19 are omitted, the control unit 72 proceeds to the process of step S20 after the process of step S17.

[0137] 5 shows an example of a change in assist torque AT from a predetermined time point until the first period has elapsed. Time t11 in FIG. 5 is the predetermined time point. Time t15 in FIG. 5 is the time point at which the first period has elapsed.

[0138] In the period until time t11, the control unit 72 is configured to control the motor 38 so that the assist torque AT changes in accordance with the human-powered torque HT. The control unit 72 calculates the assist torque AT, for example, by multiplying the human-powered torque HT by the assist ratio. For example, when pedaling starts, the control unit 72 increases the rate at which the assist torque AT increases relative to the rate at which the human-powered torque HT increases so that the assist torque AT increases quickly. In the period until time t11, when the human-powered torque HT decreases, the control unit 72 corrects the assist torque AT, for example, by slowing down the response speed compared to when the human-powered torque HT increases.

[0139] 5 indicates the assist torque ATX in an example of the first control state. In the example of the first control state, the control unit 72 controls the motor 38 at time t11 to reduce the output of the motor 38 at a constant speed. At time t15, the control unit 72 controls the motor 38 to stop the motor 38.

[0140] The line indicating the assist torque AT1 in FIG. 5 indicates the assist torque AT in a first example of the second control state. The first example is an example when the control state is the second control state. In the first example, the control unit 72 controls the motor 38 at time t11 to increase the output of the motor 38 so that the output of the motor 38 reaches its upper limit value. At time t13, the control unit 72 controls the motor 38 to start decreasing the output of the motor 38. At time t15, the control unit 72 controls the motor 38 to stop the motor 38.

[0141] The line indicating the assist torque AT2 in FIG. 5 indicates the assist torque AT in a second example of the second control state. The second example is an example of when the control state is the second control state. In the second example, the control unit 72 controls the motor 38 at time t11 so that the output of the motor 38 becomes the output of the motor 38 at a predetermined time. At time t14, the control unit 72 controls the motor 38 so that the output of the motor 38 begins to decrease. At time t15, the control unit 72 controls the motor 38 so that the motor 38 stops.

[0142] The line indicating the assist torque AT3 in FIG. 5 indicates the assist torque AT in a third example of the second control state. The third example is an example when the control state is the second control state. In the third example, the control unit 72 controls the motor 38 so that the degree of decrease in the output of the motor 38 between time t11 and time t12 is smaller than the degree of decrease in the output of the motor 38 between time t11 and time t14 when the control state is the first control state. At time t12, the control unit 72 controls the motor 38 to start decreasing the output of the motor 38 in order to stop the motor 38. At time t15, the control unit 72 controls the motor 38 to stop the motor 38.

[0143] The control unit 72 can control the motor 38 so that the output of the motor 38 remains at the first output until the second period has elapsed, for example, in an environment where the rider is under heavy strain, such as on an uphill slope, or in a race, etc., so that the motor 38 can effectively provide propulsive force to the human-powered vehicle 10.

[0144] The control unit 72 can lengthen the first period in an environment where the rider is under heavy load, such as on an uphill slope, or in a race, so that the motor 38 can effectively apply propulsive force to the human-powered vehicle 10.

[0145] For example, when traveling through a difficult area where the steering angle or roll angle becomes large, the control unit 72 can control the motor 38 in the first control state, and therefore can stop the motor 38 appropriately before the first period has elapsed. For example, when the human-powered vehicle 10 travels through a difficult area where the steering angle or roll angle becomes large, the control unit 72 can shorten the first period, and therefore can stop the motor 38 early. This makes it easier for the rider to operate the body 16 of the human-powered vehicle 10.

[0146] Second Embodiment A second embodiment of the control device 70 for a human-powered vehicle will be described with reference to Figure 6. Components of the second embodiment of the control device 70 for a human-powered vehicle that are common to the first embodiment will be assigned the same reference numerals as in the first embodiment, and redundant explanations will be omitted.

[0147] For example, in the first control state, the control unit 72 is configured to control the motor 38 to apply a propulsive force to the human-powered vehicle 10 when the human-powered driving force input to the human-powered vehicle 10 becomes equal to or greater than the first human-powered driving force from a predetermined point in time. For example, in the first control state, the control unit 72 is configured to control the motor 38 to apply a propulsive force to the human-powered vehicle 10 when the human-powered driving force becomes equal to or greater than the first human-powered driving force after the pedaling state becomes a predetermined pedaling state. For example, in the first control state, the control unit 72 is configured to control the motor 38 in accordance with at least one of the human-powered driving force, the rotational speed of the crankshaft 12A, and the rotation amount of the crankshaft 12A when the human-powered driving force becomes equal to or greater than the first human-powered driving force after the pedaling state becomes the predetermined pedaling state.

[0148] For example, in the first control state, when the manual driving force becomes equal to or greater than a first manual driving force after the motor 38 has stopped, the control unit 72 starts driving the motor 38. For example, in the first control state, when the manual driving force becomes equal to or greater than the first manual driving force before a first period has elapsed after the pedaling state has become a predetermined pedaling state, the control unit 72 is configured to control the motor 38 in accordance with at least one of the manual driving force, the rotational speed of the crankshaft 12A, and the rotation amount of the crankshaft 12A without stopping the motor 38.

[0149] For example, in the second control state, the control unit 72 is configured to control the motor 38 so as to impart a propulsive force to the human-powered vehicle 10 when the rotational speed of the crankshaft 12A becomes equal to or greater than the first rotational speed from a predetermined point in time. For example, in the second control state, the control unit 72 is configured to control the motor 38 so as to impart a propulsive force to the human-powered vehicle 10 when the rotational speed of the crankshaft 12A becomes equal to or greater than the first rotational speed after the pedaling state becomes a predetermined pedaling state.

[0150] For example, in the second control state, when the rotational speed of the crankshaft 12A becomes equal to or greater than the first rotational speed, the control unit 72 sets the output of the motor 38 to a predetermined output. The predetermined output may be a constant value or may be a value that increases depending on the rotational speed of the crankshaft 12A. The predetermined output may be an upper limit value of the output of the motor 38. For example, in the second control state, when the manual driving force becomes equal to or greater than a second manual driving force after the rotational speed of the crankshaft 12A becomes equal to or greater than the first rotational speed, the control unit 72 is configured to control the motor 38 in accordance with at least one of the manual driving force, the rotational speed of the crankshaft 12A, and the rotational speed of the crankshaft 12A. For example, in the second control state, when the rotational speed of the crankshaft 12A becomes equal to or greater than the first rotational speed after the motor 38 has stopped, the control unit 72 starts driving the motor 38. For example, in the second control state, if the rotation speed of the crankshaft 12A becomes equal to or higher than the first rotation speed before the first period has elapsed after the pedaling state has become a predetermined pedaling state, the control unit 72 sets the output of the motor 38 to a predetermined output without stopping the motor 38.

[0151] The first manual driving force and the first rotational speed are each set to a value that allows the motor 38 to start assisting earlier in the second control state than in the first control state, for example. The first rotational speed is set, for example, based on the resolution of the crank rotation state detection unit 52. The first manual driving force is set, for example, based on the resolution of the manual driving force detection unit 54. The first manual driving force is set, for example, based on the manual driving force that allows the manual driving force detection unit 54 to accurately detect the manual driving force after the rider starts pedaling. The second manual driving force is, for example, equal to the first manual driving force. The first manual driving force may be greater than or less than the second manual driving force.

[0152] The process of the control unit 72 controlling the motor 38 will be described with reference to Fig. 6. For example, when power is supplied to the control unit 72, the control unit 72 starts the process of step S31 in the flowchart shown in Fig. 6. When the flowchart in Fig. 6 ends, the control unit 72 repeats the process from step S31 at predetermined intervals, for example, until the supply of power is stopped.

[0153] In the process of step S31, the control unit 72 determines whether the human-powered vehicle 10 is traveling. If the human-powered vehicle 10 is traveling, the control unit 72 proceeds to the process of step S32. If the human-powered vehicle 10 is not traveling, the control unit 72 ends the process. In the process of step S32, the control unit 72 determines whether the pedaling state is a predetermined pedaling state. If the pedaling state is the predetermined pedaling state, the control unit 72 proceeds to the process of step S33. If the pedaling state is not the predetermined pedaling state, the control unit 72 ends the process.

[0154] In the process of step S33, the control unit 72 determines whether the gear ratio is greater than the first gear ratio. If the gear ratio is greater than the first gear ratio, the control unit 72 proceeds to the process of step S34. In the process of step S34, the control unit 72 starts stopping the motor 38 in the first control state, and proceeds to the process of step S35.

[0155] In the process of step S35, the control unit 72 determines whether the human-powered driving force is equal to or greater than the first human-powered driving force. If the human-powered driving force is equal to or greater than the first human-powered driving force, the control unit 72 proceeds to the process of step S36. If the human-powered driving force is smaller than the first human-powered driving force, the control unit 72 ends the process. In the process of step S36, the control unit 72 controls the motor 38 to impart a propulsive force to the human-powered vehicle 10, and then ends the process.

[0156] The control unit 72 may execute the process of step S35 either before the first period has elapsed since the pedaling state became the predetermined pedaling state or after the first period has elapsed. If the determination process of step S35 becomes YES before the first period has elapsed since the pedaling state became the predetermined pedaling state, the control unit 72 does not stop the motor 38 even after the first period has elapsed.

[0157] If the speed ratio is equal to or less than the first speed ratio in the process of step S33, the control unit 72 proceeds to the process of step S37. In the process of step S37, the control unit 72 starts stopping the motor 38 in the second control state, and proceeds to the process of step S38. In the process of step S38, the control unit 72 determines whether the rotational speed of the crankshaft 12A is equal to or greater than the first rotational speed. If the rotational speed of the crankshaft 12A is equal to or greater than the first rotational speed, the control unit 72 proceeds to the process of step S39. If the rotational speed of the crankshaft 12A is lower than the first rotational speed, the control unit 72 ends the process. In the process of step S39, the control unit 72 controls the motor 38 to impart propulsive force to the human-powered vehicle 10, and then ends the process.

[0158] The control unit 72 may execute the process of step S38 either before the first period has elapsed since the pedaling state became the predetermined pedaling state, or after the first period has elapsed. If the determination process of step S38 becomes YES before the first period has elapsed since the pedaling state became the predetermined pedaling state, the control unit 72 does not stop the motor 38 even after the first period has elapsed.

[0159] <Example of change> The descriptions of each embodiment are examples of possible forms of a control device for a human-powered vehicle according to the present disclosure, and are not intended to limit the forms. A control device for a human-powered vehicle according to the present disclosure can take the form of, for example, modified examples of each embodiment shown below, or a combination of at least two mutually consistent modified examples. In the following modified examples, parts that are common to the forms of each embodiment are assigned the same reference numerals as in the embodiments, and their description will be omitted.

[0160] In the first embodiment, the control state does not have to include the first control state. In this modified example, the control unit 72 is configured to control the motor 38 to always stop the motor 38 in the second control state when the pedaling state is the predetermined pedaling state.

[0161] In the first embodiment, the control state does not have to include the second control state. In this modified example, the control unit 72 is configured to control the motor 38 so as to always stop the motor 38 in the first control state when the pedaling state is a predetermined pedaling state. In this modified example, the first period is determined based on the parameter, so that the motor 38 can be stopped appropriately.

[0162] In the first embodiment, the first period of the first control state may be the same as the first period of the second control state. In this modified example, the control unit 72 reduces the output of the motor 38 in the second control state from a predetermined point until the second period has elapsed, so that the degree of reduction in the output of the motor 38 differs from that in the first control state, and can therefore suitably change the output of the motor 38 until the motor 38 stops, based on parameters for setting the control state.

[0163] In the first embodiment, the control unit 72 may also determine as the first period a period during which the travel distance of the human-powered vehicle 10 exceeds a predetermined distance after the rider stops pedaling. In the second control state, the control unit 72 may be configured to be able to determine as the first period a period during which the travel distance of the human-powered vehicle 10 exceeds a predetermined distance after the rider stops pedaling, and may be configured to determine as the first period a period during which the travel distance of the human-powered vehicle 10 is within a predetermined distance after the rider stops pedaling. In this modified example, for example, the control unit 72 may correct the first estimated time to a second estimated time based on a parameter, so that the second estimated time corresponds to a period during which the predetermined distance is exceeded.

[0164] The control unit 72 may determine the first period without using the predetermined distance. In this modification, the control unit 72 determines the first period based on, for example, information associating parameters with the first period. The information associating parameters with the first period is stored in advance in the storage unit 74, for example.

[0165] The control unit 72 may be configured to change the first output in the second control state. For example, the control unit 72 may be configured to be able to select one of the first to third examples shown in Fig. 5 as the first output.

[0166] The control unit 72 may be configured to determine the first period based on a new parameter calculated by combining the vehicle speed and at least one parameter related to the human-powered vehicle 10 other than the vehicle speed. In this modified example, the control unit 72 is configured to calculate the new parameter by combining the vehicle speed and at least one parameter related to the human-powered vehicle 10 other than the vehicle speed.

[0167] The setting conditions may include conditions related to the operation of a switching operation unit capable of switching the control state. The operation unit may include, for example, at least one of a switch, a lever, and a dial. In this modified example, instead of the process of step S13, the control unit 72 may proceed to the process of step S14 if the control state set by the switching operation unit is the first control state, and may proceed to the process of step S17 if the control state set by the switching operation unit is the first control state.

[0168] The control unit 72 may be configured to set the control state to the second control state when a stop operation unit is operated to stop the motor 38 while the human-powered vehicle 10 is traveling. The stop operation unit includes, for example, at least one of a switch, a lever, and a dial.

[0169] In the control unit 72 of the second embodiment, instead of the processing of step S33, it may be possible to determine whether the pitch angle of the human-powered vehicle 10 is equal to or greater than a first pitch angle. In this modified example, if the pitch angle is equal to or greater than the first pitch angle, the control unit 72 proceeds to the processing of step S34. If the pitch angle is smaller than the first pitch angle, the control unit 72 proceeds to the processing of step S37.

[0170] In the second embodiment, instead of the process of step S33, the control unit 72 may determine whether the roll angle of the human-powered vehicle 10 is equal to or greater than a predetermined roll angle. In this modified example, if the roll angle is equal to or greater than the predetermined roll angle, the control unit 72 proceeds to the process of step S34. If the roll angle is smaller than the predetermined roll angle, the control unit 72 proceeds to the process of step S37.

[0171] In the control unit 72 of the second embodiment, instead of the processing of step S33, it may be determined whether or not the steering angle of the steering unit 60 is greater than a predetermined angle. In this modified example, if the steering angle of the steering unit 60 is greater than the predetermined angle, the control unit 72 proceeds to the processing of step S34. If the steering angle of the steering unit 60 is equal to or less than the predetermined angle, the control unit 72 proceeds to the processing of step S37.

[0172] The control device 70 may further include a notification unit for notifying a change in the control state. For example, when the control state is changed from the first control state to the second control state, the control unit 72 is configured to control the notification unit so that the notification unit notifies the rider that the control state is being changed from the first control state to the second control state.

[0173] 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.

[0174] As used in this specification, ordinal numbers such as "first, second, and third" are used merely to distinguish between multiple elements having the same name and do not have any special meaning. [Explanation of symbols]

[0175] 10... human-powered vehicle, 12A... crankshaft, 14A... driving wheel, 38... motor, 46... braking device, 60... steering unit, 70... control device, 72... control unit.

Claims

1. A control device for a human-powered vehicle, a control unit configured to control a motor that provides a propulsive force to the human-powered vehicle; The control unit The motor is controlled to stop the motor until a first period has elapsed from a predetermined time point when a pedaling state relating to pedaling becomes a predetermined pedaling state, A control device configured to determine the first period of time based on a parameter related to the human-powered vehicle other than vehicle speed.

2. The control device according to claim 1 , wherein the control unit is configured to control the motor to stop the motor when the first period has elapsed from the predetermined time point.

3. The control unit controlling the motor so that the output of the motor is a first output until a second period shorter than the first period has elapsed from the predetermined time point; When the second period has elapsed from the predetermined time point, the motor is controlled to reduce its output; The control device according to claim 1 , configured to control the motor so as to stop the motor by the time the first period has elapsed from the predetermined time point.

4. The control unit a control state of the motor is set to either a first control state or a second control state; In the first control state, the motor is controlled so as to gradually reduce the output of the motor from the predetermined time point and to stop the motor by the time the first period has elapsed from the predetermined time point, 2. The control device according to claim 1, wherein in the second control state, the motor is controlled so that its output is a first output until a second period shorter than the first period has elapsed from the predetermined time point, the motor is controlled so that its output is reduced when the second period has elapsed from the predetermined time point, and the motor is controlled so that the motor is stopped until the first period has elapsed from the predetermined time point.

5. The control unit In the second control state, when the second period has elapsed from the predetermined time point, the motor is controlled to gradually reduce the output of the motor; The control device according to claim 4 , configured to control the motor so as to stop the motor by the time the first period has elapsed from the predetermined time point.

6. The control device according to claim 3 , wherein the first output is equal to an upper limit value of the output of the motor.

7. The control device according to claim 3 , wherein the first output is equal to the output of the motor at the predetermined time.

8. The control unit a control state of the motor is set to either a first control state or a second control state; In the first control state, the motor is controlled so as to gradually reduce the output of the motor from the predetermined time point and to stop the motor by the time the first period has elapsed from the predetermined time point, 2. The control device according to claim 1, wherein in the second control state, the output of the motor is reduced so that the degree of reduction in the output of the motor differs from that in the first control state until a second period shorter than the first period has elapsed from the predetermined time point, and the control device is configured to control the motor so that the motor is stopped until the first period has elapsed from the predetermined time point.

9. 9. The control device according to claim 8, wherein the control unit is configured to reduce the output of the motor in the second control state so that the degree of reduction in the output of the motor is smaller than in the first control state from the predetermined time point until the second period has elapsed, and to control the motor so as to stop the motor from the predetermined time point until the first period has elapsed.

10. 2. The control device according to claim 1, wherein the parameters relate to at least one of a gear ratio, which is the ratio of the rotational speed of a drive wheel of the human-powered vehicle to the rotational speed of a crankshaft of the human-powered vehicle, an assist ratio, which is the ratio of the output of the motor to the human-powered driving force input to the human-powered vehicle, an assist mode, a tilt angle of the human-powered vehicle, a steering angle of a steering section of the human-powered vehicle, a rotational state of the crankshaft, and the human-powered driving force.

11. the parameters include a pitch angle of the human-powered vehicle; The control unit When the pitch angle is equal to or greater than a first pitch angle, the control state is set to the first control state; When the pitch angle is smaller than a first pitch angle, the control state is set to the second control state; The control device according to claim 5 or 9, wherein the first pitch angle is an angle corresponding to a downward gradient.

12. the parameters include a pitch angle of the human-powered vehicle; 2. The control device according to claim 1, wherein the control unit is configured to determine the first period based on the pitch angle such that the first period when the pitch angle is a second pitch angle is longer than the first period when the pitch angle is a third pitch angle.

13. the second pitch angle is an angle corresponding to an upward gradient, The control device according to claim 12 , wherein the third pitch angle corresponds to a downward gradient.

14. the parameters include a roll angle of the human-powered vehicle; The control unit When the roll angle is equal to or greater than a predetermined roll angle, the control state is set to the first control state, The control device according to claim 5 or 9, configured to set the control state to the second control state when the roll angle is smaller than the predetermined roll angle.

15. the parameters include a gear ratio, which is a ratio of a rotational speed of a drive wheel of the human-powered vehicle to a rotational speed of a crankshaft of the human-powered vehicle; The control unit When the speed ratio is greater than a first speed ratio, the control state is set to the first control state, The control device according to claim 5 or 9, configured to set the control state to the second control state when the speed ratio is equal to or less than the first speed ratio.

16. 5. The control device according to claim 4, wherein the control unit is configured to control the motor to impart a propulsive force to the human-powered vehicle when, in the first control state, the human-powered driving force input to the human-powered vehicle becomes equal to or greater than a first human-powered driving force after the pedaling state becomes the predetermined pedaling state.

17. 5. The control device according to claim 4, wherein the control unit is configured to control the motor to impart a propulsive force to the human-powered vehicle when, in the second control state, the rotational speed of the crankshaft of the human-powered vehicle becomes equal to or higher than a first rotational speed after the pedaling state becomes the predetermined pedaling state.

18. the parameters include a gear ratio, which is a ratio of a rotational speed of a drive wheel of the human-powered vehicle to a rotational speed of a crankshaft of the human-powered vehicle; 2. The control device according to claim 1, wherein the control unit is configured to determine the first period based on the gear ratio such that the first period when the gear ratio is equal to or less than a second gear ratio is longer than the first period when the gear ratio is greater than the second gear ratio.

19. 19. The control system of claim 18, wherein the second transmission ratio is greater than 1 and less than 1.

2.

20. the parameters include a steering angle of a steering unit of the human-powered vehicle, The control unit When the steering angle is greater than a predetermined angle, the control state is set to the first control state; The control device according to claim 5 or 9, configured to set the control state to the second control state when the steering angle is equal to or smaller than the predetermined angle.

21. the parameters include a rotation speed of a crankshaft of the human-powered vehicle; 2. The control device according to claim 1, wherein the control unit is configured to determine the first period based on the rotational speed of the crankshaft so that the first period when the rotational speed of the crankshaft when the pedaling state becomes the predetermined pedaling state is lower than a second rotational speed is longer than the first period when the rotational speed of the crankshaft when the pedaling state becomes the predetermined pedaling state is equal to or higher than the second rotational speed.

22. the parameters include a human-powered driving force input to the human-powered vehicle; 2. The control device according to claim 1, wherein the control unit is configured to determine the first period based on the manual driving force such that the first period during which the manual driving force is equal to or greater than a second manual driving force when the pedaling state becomes the predetermined pedaling state is longer than the first period during which the manual driving force is smaller than the second manual driving force when the pedaling state becomes the predetermined pedaling state.

23. 4. The control device according to claim 3, wherein the control unit is configured to control the motor so that the first output when a braking device of the human-powered vehicle operates is smaller than the first output when the braking device does not operate.

24. The control unit an estimated time from when pedaling stops until the travel distance of the human-powered vehicle reaches or exceeds a predetermined distance is calculated based on the parameters; The control device of claim 1 , configured to determine the first period of time based on the estimated time.

25. The control device according to claim 24, wherein the predetermined distance is equal to or greater than 1 m and equal to or less than 5 m.

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