Control devices for human-powered vehicles, and components for human-powered vehicles.

Abstract

The present invention provides a control device for human-powered vehicles that can suppress abnormal noises, and components for human-powered vehicles. [Solution] The control device for a human-powered vehicle includes a motor, a first gear to which torque is transmitted from the motor, and a second gear that meshes with the first gear, and comprises a control unit configured to control the motor, wherein the control unit is configured to control the motor in a first control state in which, when a predetermined first condition is met, a first torque is transmitted to the first gear to suppress abnormal noise caused by backlash between the first gear and the second gear.

Description

Technical Field

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

Background Art

[0002] For example, Patent Document 1 discloses a human-powered vehicle including components for a human-powered vehicle. The components of Patent Document 1 include two gears that mesh with each other. In the components of Patent Document 1, abnormal noise caused by backlash occurs according to the power transmission state between the two gears and the running state of the human-powered vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

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

Means for Solving the Problems

[0005] A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle including a motor, a first gear to which torque is transmitted from the motor, and a second gear that meshes with the first gear, and including a control unit configured to control the motor, the control unit being configured to control the motor in a first control state in which a first torque for suppressing abnormal noise caused by backlash between the first gear and the second gear is transmitted to the first gear when a predetermined first condition is satisfied. According to the control device on the first side, when a predetermined first condition is met, a first torque is transmitted from the motor to the first gear, thereby reducing the gap between the first gear and the second gear. Therefore, the control device can suppress the generation of abnormal noise.

[0006] In a control device of a second aspect according to the first aspect of this disclosure, the predetermined first condition relates to coasting. According to the control device on the second side, a first torque can be transmitted from the motor to the first gear when a predetermined first condition regarding coasting is met.

[0007] A control device according to a third aspect of the first or second aspect of the present disclosure, wherein the motor is configured to impart propulsion to the human-powered vehicle, and the control unit is configured, in the first control state, to rotate the motor in a forward rotational direction to transmit the first torque to the first gear, the forward rotational direction being the direction in which the motor moves the human-powered vehicle forward. According to the control device on the third side, the first torque is transmitted to the first gear by rotating the motor in the forward rotation direction, which is the direction that moves the human-powered vehicle forward.

[0008] In a control device of a fourth aspect according to a first or second aspect of the present disclosure, the motor is configured to impart propulsion to the human-powered vehicle, and the control unit is configured, in the first control state, to rotate the motor in a reverse direction to transmit the first torque to the first gear, wherein the reverse direction is opposite to the direction in which the motor moves the human-powered vehicle forward. According to the control device on the fourth side, the first torque is transmitted to the first gear by rotating the motor in the reverse direction, which is the opposite direction to the direction that moves the human-powered vehicle forward.

[0009] A control device of a fifth aspect according to a first or second aspect of the present disclosure, wherein the human-powered vehicle includes a crankshaft to which human-powered driving force is input; a first rotating body connected to the crankshaft; a wheel; a second rotating body connected to the wheel; a transmission body that engages with the first and second rotating bodies and is configured to transmit driving force between the first and second rotating bodies; and a derailleur configured to change a gear ratio which is the ratio of the rotational speed of the wheel to the rotational speed of the crankshaft, wherein the motor is configured to drive the transmission body, and the control unit is configured to control the motor in a second control state to transmit a second torque to the transmission body to cause the derailleur to perform a gear change operation which changes the gear ratio, and is configured to control the motor in either the first control state or the second control state when the predetermined first condition is met. According to the control device on the fifth side, when a predetermined first condition is met and the derailleur is to perform a gear shift operation to change the gear ratio, the motor can transmit a second torque to the first gear to perform the gear shift operation.

[0010] In a control device according to the sixth aspect of the fifth aspect of this disclosure, the first torque is smaller than the second torque. According to the control device on the sixth side, since the first torque is smaller than the second torque, power consumption can be reduced when the control state is the first control state.

[0011] In a control device according to a seventh aspect of the present disclosure, the control unit is configured to control the motor in the first control state when the predetermined first condition is met and the predetermined second condition is met such that the vibration of the human-powered vehicle is greater than or equal to a predetermined vibration. According to the control device on the seventh side, the motor can be controlled in the first control state if a predetermined first condition is met and a predetermined second condition is met.

[0012] In a control device of the eighth aspect according to the seventh aspect of this disclosure, the human-powered vehicle includes a vibration detection unit configured to detect the vibration, and the predetermined second condition relates to the output of the vibration detection unit. According to the control device on the eighth side, the motor can be suitably controlled based on a predetermined second condition related to the output of the vibration detection unit.

[0013] In a control device according to the ninth aspect of the eighth aspect of this disclosure, the vibration detection unit includes an acceleration sensor. According to the control device on the ninth side, vibrations can be suitably detected by the acceleration sensor.

[0014] In a control device according to the first, second, and tenth aspect of the present disclosure, which is any one of the fifth to ninth aspects, the control unit is configured to control the motor in the first control state if the predetermined first condition is met and at least one of the first gear and the second gear is satisfied, which is a predetermined third condition, which alternates between rotation in a first rotational direction and rotation in a second rotational direction opposite to the first rotational direction. According to the control device on the 10th side, the motor can be controlled in the first control state if a predetermined first condition is met and a predetermined third condition is met.

[0015] In a control device of an eleventh aspect according to any one of the first to tenth aspects of this disclosure, the control unit is configured to control the motor in the first control state when the predetermined first condition is met and the predetermined fourth condition is met, which is that the volume of the abnormal noise is equal to or greater than a predetermined volume. According to the control device on the 11th side, the motor can be controlled in the first control state if a predetermined first condition is met and a predetermined fourth condition is met.

[0016] In a control device of the twelfth aspect according to any one of the first to eleventh aspects of this disclosure, the predetermined first condition is satisfied when the human-powered driving force input to the crankshaft of the human-powered vehicle is less than or equal to a predetermined human-powered driving force. According to the control device of the 12th aspect, when the human power driving force input to the crankshaft of the human - powered vehicle is less than or equal to a predetermined human power driving force, the motor can be controlled in the first control state.

[0017] In the control device of the 13th aspect according to the 12th aspect of the present disclosure, the predetermined human power driving force is 5 Nm or less. According to the control device of the 13th aspect, when the human power driving force is 5 Nm or less, the motor can be controlled in the first control state.

[0018] In the control device of the 14th aspect according to any one of the 1st to 13th aspects of the present disclosure, the predetermined first condition is satisfied when the rotational speed of the crankshaft of the human - powered vehicle is less than or equal to a predetermined rotational speed. According to the control device of the 14th aspect, when the rotational speed of the crankshaft of the human - powered vehicle is less than or equal to a predetermined rotational speed, the motor can be controlled in the first control state.

[0019] In the control device of the 15th aspect according to the 14th aspect of the present disclosure, the predetermined rotational speed is 5 rpm or less. According to the control device of the 15th aspect, when the rotational speed of the crankshaft is 5 rpm or less, the motor can be controlled in the first control state.

[0020] In the control device of the 16th aspect according to any one of the 1st, 2nd, 5th, and 6th aspects of the present disclosure, the motor is configured to apply a propulsive force to the human - powered vehicle. According to the control device of the 16th aspect, abnormal noise can be suppressed by a motor configured to apply a propulsive force to the human - powered vehicle.

[0021] In the control device of the 17th aspect according to the 16th aspect of the present disclosure, the control unit is configured to control the motor so as to transmit the first torque that does not apply a propulsive force to the human - powered vehicle to the first gear in the first control state. According to the control device of the 17th aspect, in the first control state, the control unit can control the motor so as not to apply a driving force to the human-powered vehicle.

[0022] The component of the 18th aspect of the present disclosure is a component for a human-powered vehicle, and includes a control device according to any one of the 1st to 17th aspects, the motor, the first gear to which torque is transmitted from the motor, and the second gear meshing with the first gear. According to the component of the 18th aspect, abnormal noise can be suppressed.

[0023] In the component of the 19th aspect according to the 18th aspect of the present disclosure, the first gear and the second gear constitute a speed reducer. According to the component of the 19th aspect, the rotational speed of the second gear can be made smaller than the rotational speed of the first gear by the first gear and the second gear.

Effect of the Invention

[0024] The control device for a human-powered vehicle and the component for a human-powered vehicle of the present disclosure can suppress the generation of abnormal noise.

Brief Description of the Drawings

[0025] [Figure 1] It is a side view of a human-powered vehicle including the control device for a human-powered vehicle of the first embodiment. [Figure 2] It is a cross-sectional view of the component for a human-powered vehicle of FIG. 1. [Figure 3] It is a schematic diagram of the power transmission path of the human-powered vehicle of FIG. 1. [Figure 4] It is a block diagram showing the electrical configuration of a human-powered vehicle including the control device for a human-powered vehicle of the first embodiment. [Figure 5] It is a flowchart of a process for changing the control state, which is executed by the control unit of FIG. 4. [Figure 6] It is a block diagram showing the electrical configuration of a human-powered vehicle including the control device for a human-powered vehicle of the second embodiment. [Figure 7]This is a flowchart of the process executed by the control unit shown in Figure 6 to change the control state. [Figure 8] This block diagram shows the electrical configuration of a human-powered vehicle, including a control device for a human-powered vehicle according to a third embodiment. [Figure 9] Figure 8 is a flowchart of the process executed by the control unit to change the control state. [Figure 10] This is a flowchart of the process performed by the control unit of the human-powered vehicle of the fourth embodiment to change the control state. [Figure 11] This is a block diagram showing the electrical configuration of a human-powered vehicle, including a control device for a human-powered vehicle according to a fifth embodiment. [Figure 12] Figure 11 is a flowchart of the process executed by the control unit to change the control state. [Modes for carrying out the invention]

[0026] <First Embodiment> A control device 90 for a human-powered vehicle and a component 50 for a human-powered vehicle according to the first embodiment will be described with reference to Figures 1 to 5.

[0027] Human-powered vehicle 10 is a vehicle having at least one wheel 16 and capable of being driven by at least human power. Human-powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, handbikes, and recumbent bikes. The number of wheels 16 that human-powered vehicle 10 has is not limited. Human-powered vehicle 10 also includes vehicles having, for example, a single wheel and vehicles having two or more wheels 16. Human-powered vehicle 10 is not limited to vehicles that can be driven solely by human power. Human-powered vehicle 10 includes so-called e-bikes that utilize the driving force of an electric motor in addition to human power for propulsion. E-bikes include electric assist bicycles in which propulsion is assisted by an electric motor. Hereinafter, in each embodiment, human-powered vehicle 10 will be described as a bicycle.

[0028] As shown in Figure 1, the human-powered vehicle 10 includes a crankshaft 12, a first rotating body 14, a wheel 16, a second rotating body 18, and a transmission 20. The crankshaft 12 receives human-powered driving force. The first rotating body 14 is connected to the crankshaft 12. The second rotating body 18 is connected to the wheel 16. The transmission 20 is configured to engage with the first rotating body 14 and the second rotating body 18 to transmit driving force between the first rotating body 14 and the second rotating body 18.

[0029] The human-powered vehicle 10 further includes two crank arms 22. The crankshaft 12 and the crank arms 22 constitute a crank 24. The human-powered vehicle 10 further includes a body 26. The wheels 16 include a rear wheel 16R and a front wheel 16F. The body 26 includes a frame 28.

[0030] The crank 24 is rotatable relative to the frame 28. The two crank arms 22 include a first crank arm 22A and a second crank arm 22B. The first crank arm 22A is provided at the first axial end of the crankshaft 12. The second crank arm 22B is provided at the second axial end of the crankshaft 12. The human-powered vehicle 10 further includes pedals 30. The human-powered vehicle 10 comprises a first pedal 30A and a second pedal 30B connected to the crankshaft 12. The pedals 30 include a first pedal 30A and a second pedal 30B. The first pedal 30A is connected to the first crank arm 22A. The second pedal 30B is connected to the second crank arm 22B. The rear wheel 16R is driven by the rotation of the crank 24. The rear wheel 16R is supported by the frame 28. The crank 24 and the rear wheel 16R are connected by the drive mechanism 32.

[0031] The drive mechanism 32 includes a first rotating body 14, a second rotating body 18, and a transmission body 20. The first rotating body 14 includes, for example, a front sprocket. The first rotating body 14 may also include a pulley or a bevel gear. The second rotating body 18 includes, for example, a rear sprocket. The human-powered vehicle 10 may include a plurality of first rotating bodies 14. The second rotating body 18 may include a pulley or a bevel gear. The human-powered vehicle 10 may also include a plurality of second rotating bodies 18. The transmission body 20 transmits the rotational force of the first rotating body 14 to the second rotating body 18. The transmission body 20 includes, for example, a chain. The transmission body 20 may also include at least one of a belt and a shaft.

[0032] In this embodiment, the first rotating body 14 and the crankshaft 12 are arranged coaxially, but they do not have to be arranged coaxially. If the first rotating body 14 and the crankshaft 12 are not arranged coaxially, they are connected via a first transmission mechanism including at least one of a gear, pulley, chain, shaft, and belt. In this embodiment, the second rotating body 18 and the rear wheel 16R are arranged coaxially, but they do not have to be arranged coaxially. If the second rotating body 18 and the rear wheel 16R are not arranged coaxially, they are connected via a second transmission mechanism including at least one of a gear, pulley, chain, shaft, and belt.

[0033] As shown in Figure 3, the human-powered vehicle 10 includes, for example, a first one-way clutch 34. The first one-way clutch 34 is provided, for example, in the power transmission path between the second rotating body 18 and the wheel 16. The first one-way clutch 34 is provided, for example, on the hub axle of the rear wheel 16R. The first one-way clutch 34 includes, for example, at least one of a roller clutch, a sprag clutch, and a claw clutch. The first one-way clutch 34 transmits torque from the second rotating body 18 to the wheel 16 when the second rotating body 18 rotates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward. The first one-way clutch 34 prevents torque from being transmitted from the wheel 16 to the second rotating body 18 when the wheel 16 rotates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward.

[0034] The second rotating body 18 and the rear wheel 16R may be connected so as to rotate as a single unit. When the second rotating body 18 and the rear wheel 16R are connected so as to rotate as a single unit, the first one-way clutch 34 is omitted.

[0035] The front wheel 16F is attached to the frame 28 via the front fork 36. The handlebar 40 is connected to the front fork 36 via the stem 38. In this embodiment, the rear wheel 16R is connected to the crank 24 by the drive mechanism 32, but at least one of the rear wheel 16R and the front wheel 16F may be connected to the crank 24 by the drive mechanism 32.

[0036] As shown in Figure 1, the human-powered vehicle 10 further includes, for example, a battery 42. The battery 42 includes one or more battery elements. The battery elements include rechargeable batteries. The battery 42 is configured to supply power to the control device 90. The battery 42 is communicated with, for example, the control unit 92 of the control device 90 by wire or wireless means. The battery 42 can communicate with the control unit 92 by, for example, power line communication (PLC), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver / Transmitter).

[0037] The detection unit provided in the human-powered vehicle 10 will be described with reference to Figures 1 and 4. The detection unit provided in the human-powered vehicle 10 includes, for example, at least one of a vehicle speed sensor 44, a crank rotation sensor 46, and a human-powered driving force detection unit 48.

[0038] The vehicle speed sensor 44 is configured to detect information corresponding to the rotational speed of the wheels 16 of the human-powered vehicle 10. The vehicle speed sensor 44 is configured to detect, for example, magnets provided on the wheels 16 of the human-powered vehicle 10. The vehicle speed sensor 44 is configured to output a predetermined number of detection signals during one rotation of the wheel 16. The predetermined number of signals is, for example, 1. The vehicle speed sensor 44 outputs a signal corresponding to the rotational speed of the wheel 16. The control unit 92 can calculate the vehicle speed of the human-powered vehicle 10 based on the rotational speed of the wheel 16. The vehicle speed can be calculated based on the rotational speed of the wheel 16 and information regarding the circumference of the wheel 16. Information regarding the circumference of the wheel 16 is stored in the storage unit 94.

[0039] The vehicle speed sensor 44 may include, for example, a magnetic reed constituting a reed switch, or a Hall element. The vehicle speed sensor 44 may be mounted on the chainstay of the frame 28 of the human-powered vehicle 10 and configured to detect a magnet attached to the rear wheel 16R, or it may be provided on the front fork 36 and configured to detect a magnet attached to the front wheel 16F. In this embodiment, the vehicle speed sensor 44 is configured so that the reed switch detects the magnet once when the wheel 16 rotates once. The vehicle speed sensor 44 may have any configuration as long as it can detect information corresponding to the rotational speed of the wheel 16 of the human-powered vehicle 10, and may include, for example, an optical sensor or an acceleration sensor. The vehicle speed sensor 44 is connected to the control unit 92 via a wireless communication device or an electrical cable.

[0040] The crank rotation sensor 46 is configured to detect information corresponding to the rotational speed of the crankshaft 12 of the human-powered vehicle 10. The crank rotation sensor 46 is provided, for example, on the frame 28 or drive unit 50A of the human-powered vehicle 10. The crank rotation sensor 46 is configured to include a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided on the crankshaft 12, a member that rotates in conjunction with the crankshaft 12, or in the power transmission path between the crankshaft 12 and the first rotating body 14. The member that rotates in conjunction with the crankshaft 12 may be a motor output shaft 52A. The crank rotation sensor 46 outputs a signal corresponding to the rotational speed of the crankshaft 12.

[0041] The magnet may be provided on a member that rotates integrally with the crankshaft 12 in the power transmission path of the human-powered drive from the crankshaft 12 to the first rotating body 14. For example, if a second one-way clutch 60 is not provided between the crankshaft 12 and the first rotating body 14, the magnet may be provided on the first rotating body 14. The crank rotation sensor 46 can have any configuration as long as it can detect information corresponding to the rotational speed of the crankshaft 12 of the human-powered vehicle 10, and may include, for example, an optical sensor, an acceleration sensor, or a torque sensor instead of a magnetic sensor. The crank rotation sensor 46 is connected to the control unit 92 via a wireless communication device or an electrical cable.

[0042] The human-powered driving force detection unit 48 is configured to detect information related to human-powered driving force. The human-powered driving force detection unit 48 is provided, for example, on the frame 28, drive unit 50A, crank 24, or pedal 30 of the human-powered vehicle 10. The human-powered driving force detection unit 48 may also be provided on the housing 50B of the drive unit 50A. The human-powered driving force detection unit 48 includes, for example, a torque sensor. The torque sensor is configured to output a signal corresponding to the torque applied to the crank 24 by the human-powered driving force. The torque sensor is provided, for example, upstream of the second one-way clutch 60 in the power transmission path if a second one-way clutch 60 is provided in the power transmission path. The torque sensor includes strain sensors, magnetostrictive sensors, or pressure sensors. The strain sensor includes strain gauges.

[0043] The torque sensor is provided in the power transmission path or near a component included in the power transmission path. Components included in the power transmission path include, for example, the crankshaft 12, a component that transmits human-powered driving force between the crankshaft 12 and the first rotating body 14, the crank arm 22, or the pedal 30. The human-powered driving force detection unit 48 is connected to the control unit 92 via a wireless communication device or an electrical cable. The human-powered driving force detection unit 48 can have any configuration as long as it can acquire information about human-powered driving force, and may include, for example, a sensor that detects the pressure applied to the pedal 30, or a sensor that detects the tension of the chain.

[0044] As shown in Figure 2, the human-powered vehicle 10 includes a component 50. The human-powered vehicle 10 includes a motor 52, a first gear 54 to which torque is transmitted from the motor 52, and a second gear 56 that meshes with the first gear 54. The motor 52 is configured to provide propulsion to the human-powered vehicle 10. The human-powered vehicle 10 further includes a housing 50B in which the motor 52 is housed. The component 50 includes a drive unit 50A and the housing 50B. The drive unit 50A comprises the motor 52 and the housing 50B. The housing 50B is mounted on the frame 28. The housing 50B rotatably supports the crankshaft 12. In this embodiment, the motor 52 is mounted on the frame 28 of the human-powered vehicle 10 and is configured to transmit rotational force to the first rotating body 14.

[0045] Component 50 includes, for example, a crankshaft 12. Component 50 does not necessarily include a crankshaft 12. If component 50 does not include a crankshaft 12, for example, a separate crankshaft 12 is configured to be connectable to component 50. Component 50 includes an output unit 58 connected to the crankshaft 12. The output unit 58 is, for example, connected to the crankshaft 12. The first rotating body 14 is connected to the output unit 58 so as to rotate integrally with the output unit 58.

[0046] Component 50 includes a second one-way clutch 60. The second one-way clutch 60 is provided in the power transmission path between the crankshaft 12 and the first rotating body 14. The second one-way clutch 60 is provided, for example, between the crankshaft 12 and the output unit 58. The second one-way clutch 60 includes, for example, at least one of a roller clutch, a sprag clutch, and a claw clutch.

[0047] The second one-way clutch 60 transmits torque from the crankshaft 12 to the first rotating body 14 when the crankshaft 12 rotates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward. The second one-way clutch 60 suppresses the transmission of torque from the crankshaft 12 to the first rotating body 14 when the crankshaft 12 rotates in a direction corresponding to the direction opposite to the direction in which the human-powered vehicle 10 moves forward. The second one-way clutch 60 suppresses the transmission of torque from the first rotating body 14 to the crankshaft 12 when the first rotating body 14 rotates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward.

[0048] The crankshaft 12 and the first rotating body 14 may be connected so as to rotate as a single unit. If the crankshaft 12 and the first rotating body 14 are connected so as to rotate as a single unit, the second one-way clutch 60 is omitted.

[0049] The motor 52 includes, for example, one or more electric motors. The electric motors included in the motor 52 are, for example, brushless motors. The motor 52 is configured to transmit torque to, for example, the power transmission path of human-powered driving force from the pedal 30 to the second rotating body 18. In this embodiment, the motor 52 is configured to transmit torque to the output unit 58. The motor 52 includes, for example, a motor output shaft 52A. The component 50 further includes, for example, a reduction gear 62 provided between the motor output shaft 52A and the output unit 58. The first gear 54 and the second gear 56 constitute, for example, the reduction gear 62.

[0050] The reduction gear 62 reduces the rotational speed of the motor output shaft 52A in one or more stages and transmits it to the output unit 58. In this embodiment, the reduction gear 62 reduces the rotational speed of the motor output shaft 52A in three stages and transmits it to the output unit 58. The reduction gear 62 includes, for example, a first reduction unit 62A, a second reduction unit 62B, and a third reduction unit 62C. The first reduction unit 62A, the second reduction unit 62B, and the third reduction unit 62C are all composed of multiple gears. The reduction gear 62 may also include a reduction unit composed of something other than multiple gears. The reduction unit composed of something other than multiple gears may be, for example, a reduction unit composed of two sprockets and a chain, or a reduction unit composed of two pulleys and a belt.

[0051] The gearbox 62 includes, for example, a first shaft 64. The first shaft 64 is, for example, rotatably supported in the housing 50B. The gearbox 62 also includes, for example, a second shaft 66. The second shaft 66 is, for example, rotatably supported in the housing 50B.

[0052] The first reduction gear 62A includes, for example, a first reduction gear 68 and a second reduction gear 70 that meshes with the first reduction gear 68. The number of teeth of the second reduction gear 70 is greater than the number of teeth of the first reduction gear 68. The first reduction gear 68 is provided, for example, on the motor output shaft 52A. The first reduction gear 68 is provided, for example, at the end of the motor output shaft 52A. The first reduction gear 68 may be provided integrally with the motor output shaft 52A, or it may be provided separately from the motor output shaft 52A and attached to the motor output shaft 52A. The first reduction gear 68 rotates integrally with the motor output shaft 52A, for example. The second reduction gear 70 is provided, for example, on the first shaft 64. The second reduction gear 70 may be provided integrally with the first shaft 64, or it may be provided separately from the first shaft 64 and attached to the first shaft 64. The second reduction gear 70 rotates integrally with the first shaft 64, for example.

[0053] The second reduction gear 62B includes, for example, a third reduction gear 72 and a fourth reduction gear 74 that meshes with the third reduction gear 72. The number of teeth of the fourth reduction gear 74 is greater than the number of teeth of the third reduction gear 72. The third reduction gear 72 is provided, for example, on the first shaft 64. The third reduction gear 72 may be provided integrally with the first shaft 64, or it may be provided separately from the first shaft 64 and attached to the first shaft 64. The third reduction gear 72 rotates integrally with the first shaft 64, for example. The fourth reduction gear 74 is provided, for example, on the second shaft 66. The fourth reduction gear 74 may be provided integrally with the second shaft 66, or it may be provided separately from the second shaft 66 and attached to the second shaft 66. The fourth reduction gear 74 rotates integrally with the second shaft 66, for example.

[0054] The third reduction gear 62C comprises a fifth reduction gear 76 and a sixth reduction gear 78 that meshes with the fifth reduction gear 76. The sixth reduction gear 78 has more teeth than the fifth reduction gear 76. The fifth reduction gear 76 is provided, for example, on the second shaft 66. The fifth reduction gear 76 may be provided integrally with the second shaft 66, or it may be provided separately from the second shaft 66 and attached to the second shaft 66. The fifth reduction gear 76 rotates integrally with the second shaft 66, for example. The sixth reduction gear 78 is provided, for example, on the output section 58. The sixth reduction gear 78 is provided, for example, on the outer circumference of the output section 58. The sixth reduction gear 78 may be provided integrally with the output section 58, or it may be provided separately from the output section 58 and attached to the output section 58.

[0055] For example, the first reduction gear 68, the third reduction gear 72, the fourth reduction gear 74, the fifth reduction gear 76, and the sixth reduction gear 78 include a metallic material, and the second reduction gear 70 includes a resin material. The second reduction gear 70 may also include a metallic material. At least one of the first reduction gear 68, the third reduction gear 72, the fourth reduction gear 74, the fifth reduction gear 76, and the sixth reduction gear 78 may include a resin material. The first shaft 64 and the second shaft 66 include, for example, a metallic material. The first shaft 64 and the second shaft 66 may also include a resin material.

[0056] When the motor 52 rotates in the forward direction, the rotation of the motor output shaft 52A causes the first reduction gear 68 to rotate. The forward direction is the direction in which the motor 52 moves the human-powered vehicle 10 forward. As the first reduction gear 68 rotates, the second reduction gear 70, which meshes with the first reduction gear 68, rotates. When the second reduction gear 70 rotates, the first shaft 64 rotates together with the second reduction gear 70. When the first shaft 64 rotates, the third reduction gear 72 rotates together with the first shaft 64. When the third reduction gear 72 rotates, the fourth reduction gear 74, which meshes with the third reduction gear 72, rotates. When the fourth reduction gear 74 rotates, the second shaft 66 rotates together with the fourth reduction gear 74. When the second shaft 66 rotates, the fifth reduction gear 76 rotates together with the second shaft 66. When the fifth reduction gear 76 rotates, the sixth reduction gear 78, which meshes with the fifth reduction gear 76, rotates. The output unit 58 rotates as the sixth reduction gear 78 rotates.

[0057] Component 50 includes, for example, a third one-way clutch 80. The third one-way clutch 80 is provided, for example, between the motor 52 and the power transmission path for human-powered driving force. The third one-way clutch 80 is provided, for example, between the motor 52 and the output unit 58. The third one-way clutch 80 is provided, for example, in the reduction gear 62. The third one-way clutch 80 includes, for example, at least one of a roller clutch, a sprag clutch, and a claw clutch.

[0058] The third one-way clutch 80 transmits the torque of the motor 52 to the output unit 58, for example, when the motor 52 rotates in the forward direction. The third one-way clutch 80 also suppresses the transmission of the torque of the motor 52 to the output unit 58, for example, when the motor 52 rotates in the reverse direction. The reverse direction is the opposite direction to the direction in which the motor 52 moves the human-powered vehicle 10 forward.

[0059] The third one-way clutch 80 controls torque transmission, for example, in the power transmission path between the motor 52 and the output unit 58, between, for example, a first member and a second member connected to the first member and located closer to the output unit 58 than the first member. The third one-way clutch 80 is provided, for example, between the fourth reduction gear 74 and the second shaft 66. When the third one-way clutch 80 is provided, for example, between the fourth reduction gear 74 and the second shaft 66, the first member corresponds to the fourth reduction gear 74 and the second member corresponds to the second shaft 66. The third one-way clutch 80 may also be provided in a location other than between the fourth reduction gear 74 and the second shaft 66 of the reduction gear 62.

[0060] The third one-way clutch 80 transmits torque from the first member to the second member when the first member rotates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward. The third one-way clutch 80 also causes the first member and the second member to rotate together when the first member rotates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward.

[0061] The third one-way clutch 80 suppresses the transmission of torque from the first member to the second member when the first member rotates in a direction opposite to the direction in which the human-powered vehicle 10 moves forward. The third one-way clutch 80 also allows relative rotation between the first member and the second member when the first member rotates in a direction opposite to the direction in which the human-powered vehicle 10 moves forward.

[0062] The third one-way clutch 80 suppresses the transmission of torque from the second member to the first member when the second member rotates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward. The third one-way clutch 80 also allows relative rotation between the first member and the second member when the second member rotates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward.

[0063] The third one-way clutch 80 transmits the torque of the second member to the first member when the second member rotates in a direction opposite to the direction in which the human-powered vehicle 10 moves forward. The third one-way clutch 80 also causes the first member and the second member to rotate together when the second member rotates in a direction opposite to the direction in which the human-powered vehicle 10 moves forward.

[0064] The human-powered vehicle 10 includes a control device 90. The control device 90 comprises a control unit 92. Component 50 comprises the control unit 92. At least a portion of the control unit 92 is provided, for example, inside the housing 50B.

[0065] The control unit 92 shown in Figure 4 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit included in the control unit 92 includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing unit included in the control unit 92 may be located in multiple locations that are far apart from each other. For example, part of the arithmetic processing unit may be located in the human-powered vehicle 10, and other parts of the arithmetic processing unit may be located in a server connected to the Internet. When the arithmetic processing unit is located in multiple locations that are far apart from each other, each part of the arithmetic processing unit is connected to each other so as to be able to communicate with each other via a wireless communication device. The control unit 92 may include one or more microcomputers.

[0066] The control device 90 further includes, for example, a storage unit 94. The storage unit 94 stores control programs and information used for control processing. The storage unit 94 includes, for example, non-volatile memory and volatile memory. The non-volatile memory includes, for example, at least one of ROM (Read-Only Memory), EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory), and flash memory. The volatile memory includes, for example, RAM (Random Access Memory).

[0067] The control unit 92 is configured to control the motor 52. The control device 90 further includes, for example, a drive circuit 96 for the motor 52. The drive circuit 96 and the control unit 92 are provided, for example, in the housing 50B of the drive unit 50A. The drive circuit 96 and the control unit 92 may be provided, for example, on the same circuit board. The drive circuit 96 includes an inverter circuit. The drive circuit 96 controls the power supplied from the battery 42 to the motor 52. The drive circuit 96 is connected to the control unit 92 via conductive wires, electrical cables, or wireless communication devices, etc. The drive circuit 96 drives the motor 52 in response to control signals from the control unit 92.

[0068] The control unit 92 is configured to control the motor 52 according to the state of the human-powered vehicle 10, for example. The control unit 92 is configured to control the motor 52 so as to change the propulsion force according to the human-powered driving force input to the human-powered vehicle 10, for example. The control unit 92 is configured to control the motor 52 according to the human-powered driving force detected by the human-powered driving force detection unit 48, for example.

[0069] The control unit 92 is configured to control the motor 52 in accordance with, for example, the rotational speed of the crankshaft 12 detected by the crank rotation sensor 46 and at least one of the rotational speed of the first rotating body 14. The control unit 92 is configured to control the motor 52 in accordance with, for example, the vehicle speed of the human-powered vehicle 10 detected by the vehicle speed sensor 44. The control unit 92 is configured to drive the motor 52 to impart propulsion to the human-powered vehicle 10 in accordance with, for example, the human-powered driving force or at least one of the rotational speed of the crankshaft 12 when the vehicle speed of the human-powered vehicle 10 is less than or equal to a predetermined first vehicle speed. The predetermined first vehicle speed is, for example, a speed stipulated by law. The predetermined first vehicle speed is, for example, 25 km / h or 27.5 km / h.

[0070] The control unit 92 is configured, for example, to control the motor 52 so that the assist level provided by the motor 52 reaches a predetermined assist level. The assist level includes, for example, the ratio of the output of the motor 52 to the human-powered driving force input to the human-powered vehicle 10, the maximum value of the motor 52's output, and at least one of the levels at which the motor 52's output fluctuations are suppressed when the motor 52's output decreases.

[0071] The control unit 92 is configured to control the motor 52 such that, for example, the ratio of the assist force to the human-powered driving force becomes a predetermined ratio. The human-powered driving force corresponds to, for example, the propulsion force of the human-powered vehicle 10 generated by the user rotating the crankshaft 12. The human-powered driving force corresponds to, for example, the driving force input to the first rotating body 14 by the user rotating the crankshaft 12.

[0072] The human-powered driving force is represented, for example, by at least one of torque and power. The power of the human-powered driving force is the product of the torque applied to the crankshaft 12 and the rotational speed of the crankshaft 12. The assist force is represented, for example, by at least one of torque and power. The power of the assist force is, for example, the product of the output torque of the reduction gear 62 and the rotational speed of the output shaft of the reduction gear 62. The ratio of the assist force to the human-powered driving force may be the ratio of the assist torque to the human torque, or the ratio of the assist power to the human power.

[0073] If torque is not transmitted between the first gear 54 and the second gear 56 included in the human-powered vehicle 10, for example, one of the first gear 54 and the second gear 56 may oscillate relative to the other, causing an abnormal noise due to backlash between the first gear 54 and the second gear 56. The state in which one of the first gear 54 and the second gear 56 oscillates relative to the other may occur, for example, depending on the driving state of the human-powered vehicle 10. The abnormal noise due to backlash includes, for example, rattle noise. The combination of the first gear 54 and the second gear 56 corresponds to at least one of the following combinations: the combination of the first reduction gear 68 and the second reduction gear 70, the combination of the third reduction gear 72 and the fourth reduction gear 74, and the combination of the fifth reduction gear 76 and the sixth reduction gear 78.

[0074] The control unit 92 has control states, including a first control state. The control unit 92 is configured to control the motor 52 in the first control state when a predetermined first condition is met. The first control state transmits a first torque to the first gear 54 to suppress abnormal noise caused by backlash between the first gear 54 and the second gear 56. The first torque is, for example, a command value of the output torque of the motor 52. The first torque is, for example, the torque generated at the motor output shaft 52A. The control unit 92 is configured to control the motor 52 in the first control state so as to transmit a first torque to the first gear 54 so as not to impart thrust to the human-powered vehicle 10. The control unit 92 is configured to control the motor 52 in the first control state so that the rotational speed of the motor 52 is less than or equal to a first rotational speed. The first rotational speed is a command value. The control unit 92 is configured to drive the transmission member 20 to the motor 52 so that the driving force of the motor 52 is not transmitted to the rear wheel 16R when, for example, the crankshaft 12 is not rotating and the control state is the first control state. The control unit 92 is configured to control the motor 52 so that the rear wheel 16R is not rotated by the motor 52 when, for example, the crankshaft 12 is not rotating and the control state is the first control state.

[0075] The control unit 92 is configured to control the motor 52 in, for example, a first example of the first control state and a second example of the first control state. The control unit 92 is configured to control the motor 52 in, for example, only one of the first example of the first control state and a second example of the first control state. The control unit 92 may be configured to select, for example, either the first example of the first control state and a second example of the first control state depending on the driving state of the human-powered vehicle 10.

[0076] In the first example of the first control state, the control unit 92 is configured, for example, to rotate the motor 52 in the forward rotation direction and transmit a first torque to the first gear 54. The first torque when the motor 52 is rotated in the forward rotation direction is, for example, greater than 0 Nm and 30 Nm or less. The first torque when the motor 52 is rotated in the forward rotation direction is, for example, greater than 0 Nm and 5 Nm or less. The first torque when the motor 52 is rotated in the forward rotation direction is, for example, greater than 0 Nm and 3 Nm or less. The first torque when the motor 52 is rotated in the forward rotation direction is, for example, 2 Nm. The first rotational speed when the motor 52 is rotated in the forward rotation direction is, for example, 0 rpm or more and 50 rpm or less. The first rotational speed when the motor 52 is rotated in the forward rotation direction is, for example, 0 rpm or more and 20 rpm or less.

[0077] In a second example of the first control state, the control unit 92 is configured, for example, to rotate the motor 52 in the reverse direction in the first control state and transmit a first torque to the first gear 54. The first torque when the motor 52 is rotated in the reverse direction is, for example, greater than 0 Nm and 50 Nm or less. The first torque when the motor 52 is rotated in the reverse direction is, for example, greater than 2 Nm and 50 Nm or less. The first torque when the motor 52 is rotated in the reverse direction is, for example, greater than 4 Nm and 50 Nm or less. The first torque when the motor 52 is rotated in the reverse direction is, for example, greater than 20 Nm and 40 Nm or less. The first torque when the motor 52 is rotated in the reverse direction is, for example, 30 Nm. The first rotational speed when the motor 52 is rotated in the reverse direction is, for example, 0 rpm or more and 100 rpm or less. When the motor 52 is rotated in the reverse direction, the first rotational speed is, for example, 0 rpm or more and 70 rpm or less. When the motor 52 is rotated in the reverse direction, the first rotational speed is, for example, 50 rpm.

[0078] The predetermined first condition may, for example, relate to coasting. The predetermined first condition may also relate to stopping the human-powered vehicle 10. The predetermined first condition may also relate to stopping the application of assist force by the motor 52. The predetermined first condition includes, for example, at least one of the first example of the predetermined first condition, the second example of the predetermined first condition, the third example of the predetermined first condition, and the fourth example of the predetermined first condition. If the predetermined first condition includes two or more of the first example, the second example, the third example, and the fourth example, the control unit 92 may determine that the predetermined first condition is satisfied if, for example, all of the two or more of the first example, the second example, the third example, and the fourth example included in the predetermined first condition are satisfied, or it may determine that the predetermined first condition is satisfied if at least one is satisfied.

[0079] The first example of the predetermined first condition is satisfied, for example, when the human-powered driving force input to the crankshaft 12 of the human-powered vehicle 10 is less than or equal to a predetermined human-powered driving force. The predetermined human-powered driving force corresponds, for example, to the human-powered driving force when the rider has stopped pedaling. The predetermined human-powered driving force is, for example, 5 Nm or less. The predetermined human-powered driving force is, for example, 5 Nm. The predetermined human-powered driving force may also be 0 Nm.

[0080] A second example of the predetermined first condition is satisfied, for example, when the rotational speed of the crankshaft 12 of the human-powered vehicle 10 is less than or equal to a predetermined rotational speed. The predetermined rotational speed corresponds, for example, to the rotational speed of the crankshaft 12 when the rider has stopped pedaling. The predetermined rotational speed is, for example, 5 rpm or less. The predetermined rotational speed may be 0 rpm.

[0081] A third example of the predetermined first condition is satisfied, for example, when the condition for stopping the application of assist force by the motor 52 is met. When the condition for stopping the application of assist force by the motor 52 is met, the motor 52 may stop in accordance with at least one of the human driving force, the rotational speed of the crankshaft 12, and the vehicle speed, or the motor 52 may stop when the rider operates the control unit. When the third example of the predetermined first condition is met, the control unit 92 controls the motor 52 in the first control state without stopping the motor 52, for example, even if the condition for stopping the motor 52 is met.

[0082] A fourth example of the predetermined first condition is, for example, satisfied when the vehicle speed is less than or equal to a predetermined vehicle speed. The predetermined vehicle speed corresponds, for example, to the vehicle speed when the human-powered vehicle 10 is stopped or when it is expected to stop after a predetermined period of time. The predetermined vehicle speed is, for example, 0 km / h or more and 5 km / h or less. The predetermined vehicle speed is, for example, 0 km / h.

[0083] The control unit 92 terminates the first control state when, for example, the termination condition is met while the control state is in the first control state. The termination condition is met, for example, when a predetermined first condition is no longer met. The termination condition may also be met when the human-powered vehicle 10 resumes driving. The termination condition may also be met when the elapsed time since the predetermined first condition was met is equal to or greater than a predetermined first elapsed period. The termination condition may also be met when the elapsed time since the motor 52 assistance ended is equal to or greater than a predetermined second elapsed period. The termination condition may also be met when the human-powered vehicle 10 stops and the elapsed time since stopping is equal to or greater than a predetermined third elapsed period. The termination condition may also be met when the human-powered vehicle 10 stops. If the termination condition is met when the human-powered vehicle 10 stops, the predetermined first condition does not include the third example of the predetermined first condition.

[0084] For example, when the control state is in the first control state and the termination condition is met, the control unit 92 transitions to a control state based on the driving state of the human-powered vehicle 10. For example, when the control state is in the first control state and the termination condition is met, and the human-powered vehicle 10 resumes driving, the control unit 92 is configured to change the control state to a control state that controls the motor 52 so that an assist force is generated according to the human-powered driving force. For example, when the control state is in the first control state and the termination condition is met, and the human-powered vehicle 10 is stopped, the control unit 92 is configured to stop driving the motor 52.

[0085] Referring to Figure 5, the process by which the control unit 92 changes the control state will be described. For example, when power is supplied to the control unit 92, it starts processing and moves to step S11 of the flowchart shown in Figure 5. When the flowchart in Figure 5 ends, the control unit 92 repeats the processing from step S11 at predetermined intervals, for example, until the power supply is stopped.

[0086] In step S11, the control unit 92 determines whether or not the motor 52 is being controlled in the first control state. If the control unit 92 is not controlling the motor 52 in the first control state, it proceeds to step S12. The state in which the motor 52 is not being controlled in the first control state includes, for example, at least one of the following: a control state in which the motor 52 is controlled so that an assist force is generated in accordance with the human driving force, and a state in which the motor 52 is stopped.

[0087] In step S12, the control unit 92 determines whether a predetermined first condition is met. If the predetermined first condition is met, the control unit 92 proceeds to step S13. If the predetermined first condition is not met, the control unit 92 terminates the process. In step S13, the control unit 92 controls the motor 52 in the first control state and terminates the process.

[0088] If the control unit 92 is controlling the motor 52 in the first control state in step S11, it proceeds to step S14. In step S14, the control unit 92 determines whether or not the termination condition is met. If the termination condition is met, the control unit 92 proceeds to step S15. If the termination condition is not met, the control unit 92 terminates the process. In step S15, the control unit 92 terminates control of the motor 52 in the first control state and terminates the process.

[0089] During coasting, an abnormal noise occurs due to backlash. During coasting, the crankshaft 12 may oscillate because the rider has their feet on the first pedal 30A and the second pedal 30B. When the crankshaft 12 oscillates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward, the output unit 58 rotates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward due to the second one-way clutch 60. During coasting, the tension of the transmission member 20 fluctuates due to vibrations of the vehicle body 26, etc. As the tension of the transmission member 20 fluctuates, the output unit 58 rotates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward. When the output unit 58 rotates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward, the second gear 56 connected to the output unit 58 rotates relative to the first gear 54 in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward. If component 50 includes a third one-way clutch 80, the second gear 56 rotates on the output section 58 side of the third one-way clutch 80 in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward. In this case, the combination of the first gear 54 and the second gear 56 corresponds, for example, to the combination of the fifth reduction gear 76 and the sixth reduction gear 78.

[0090] During coasting, if the crankshaft 12 oscillates in a direction opposite to the direction in which the human-powered vehicle 10 moves forward, the rotation of the crankshaft 12 is not transmitted to the output unit 58 by the second one-way clutch 60. When the tension of the transmission body 20 fluctuates, causing the output unit 58 to rotate in a direction opposite to the direction in which the human-powered vehicle 10 moves forward, the second gear 56 connected to the output unit 58 rotates relative to the first gear 54 in a direction opposite to the direction in which the human-powered vehicle 10 moves forward. If the component 50 includes a third one-way clutch 80, the third one-way clutch 80 transmits torque to the motor 52 more than the third one-way clutch 80. In this case, the combinations of the first gear 54 and the second gear 56 correspond, for example, to the combination of the first reduction gear 68 and the second reduction gear 70, the combination of the third reduction gear 72 and the fourth reduction gear 74, and the fifth reduction gear 76 and the sixth reduction gear 78, respectively. When the first reduction gear 68, the third reduction gear 72, the fourth reduction gear 74, the fifth reduction gear 76, and the sixth reduction gear 78 contain a metallic material, and the second reduction gear 70 contains a resin material, the noise between the first reduction gear 68 and the second reduction gear 70 will be less than the noise between the other first gear 54 and the second gear 56.

[0091] During coasting, the output unit 58 repeatedly rotates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward, and in a direction corresponding to the direction opposite to the direction in which the human-powered vehicle 10 moves forward, causing an abnormal noise to be generated.

[0092] Even when the human-powered vehicle 10 is stopped, the output unit 58 repeatedly rotates in a direction corresponding to the direction in which the human-powered vehicle 10 moves forward, and in a direction corresponding to the direction opposite to the direction in which the human-powered vehicle 10 moves forward, in response to vibrations of the vehicle body 26, thereby generating abnormal noise.

[0093] When the assist force provided by the motor 52 stops, an abnormal noise occurs due to backlash. When the assist force is provided by the motor 52, the motor 52 rotates in the forward direction, maintaining contact between the teeth of the first gear 54 and the teeth of the second gear 56. When the rotation of the crankshaft 12 stops while the assist force is provided by the motor 52, the second one-way clutch 60 prevents torque from being transmitted from the crankshaft 12 to the output unit 58.

[0094] When the rotation of the crankshaft 12 stops, the control unit 92 stops the motor 52, and the first reduction gear 68 rotates relative to the second reduction gear 70 in a direction opposite to the direction in which the human-powered vehicle 10 moves forward, causing the teeth of the first reduction gear 68 to contact the teeth of the second reduction gear 70. After the teeth of the first reduction gear 68 contact the teeth of the second reduction gear 70, the rotation of the first reduction gear 68 and the second reduction gear 70 stops. When the control unit 92 stops the motor 52, the third reduction gear 72 rotates relative to the fourth reduction gear 74 in a direction opposite to the direction in which the human-powered vehicle 10 moves forward, causing the teeth of the third reduction gear 72 to contact the teeth of the fourth reduction gear 74. After the teeth of the third reduction gear 72 contact the teeth of the fourth reduction gear 74, the rotation of the third reduction gear 72 and the fourth reduction gear 74 stops. When the rotation of the fourth reduction gear 74 stops, the torque of the fourth reduction gear 74 is not transmitted to the fifth reduction gear 76 via the third one-way clutch 80. After the control unit 92 stops the motor 52, the output unit 58 and the sixth reduction gear 78 continue to rotate by inertia. As the sixth reduction gear 78 rotates in the direction that the human-powered vehicle 10 moves forward, the teeth of the sixth reduction gear 78 come into contact with the teeth of the fifth reduction gear 76. The contact between the first reduction gear 68 and the second reduction gear 70, the contact between the third reduction gear 72 and the fourth reduction gear 74, and the contact between the fifth reduction gear 76 and the sixth reduction gear 78, all resulting from the stopping of the motor 52, generates abnormal noise.

[0095] Even when the assist force provided by the motor 52 is stopped because the crankshaft 12 is rotating and the vehicle speed of the human-powered vehicle 10 is greater than a predetermined first vehicle speed, abnormal noise is generated due to the contact between the first reduction gear 68 and the second reduction gear 70, the contact between the third reduction gear 72 and the fourth reduction gear 74, and the contact between the fifth reduction gear 76 and the sixth reduction gear 78 that occurs when the motor 52 stops.

[0096] The control unit 92 is configured to control the motor 52 in the first control state when a predetermined first condition is met, thereby suppressing the generation of abnormal noises during coasting and in at least one of the cases when the motor 52 stops providing assist force.

[0097] In the first example of the first control state, the control unit 92 is configured, for example, to rotate the motor 52 in the forward rotation direction and transmit the first torque to the first gear 54, making it easier to maintain contact between the teeth of the first gear 54 and the teeth of the second gear 56. Therefore, the generation of abnormal noise between the teeth of the first gear 54 and the teeth of the second gear 56 is suppressed.

[0098] In the second example of the first control state, the control unit 92 is configured, for example, to rotate the motor 52 in the reverse direction in the first control state and transmit the first torque to the first gear 54. This makes it easier to maintain a state in which the tooth surface of the first gear 54 on the side different from the first example of the first control state is in contact with the teeth of the second gear 56. Therefore, the generation of abnormal noise is suppressed between the teeth of the first gear 54 and the teeth of the second gear 56.

[0099] <Second Embodiment> The control device 90 of the second embodiment will be described with reference to Figures 6 and 7. The control device 90 of the second embodiment is the same as the control device 90 of the first embodiment, except for the control performed by the control unit 92. Components of the second embodiment that are common with the first embodiment are denoted by the same reference numerals as in the first embodiment, and redundant explanations are omitted.

[0100] The human-powered vehicle 10 of the second embodiment includes a derailleur 100. The derailleur 100 is configured to change the gear ratio, which is, for example, the ratio of the rotational speed of the wheel 16 to the rotational speed of the crank axle 12. The derailleur 100 includes, for example, at least one of a front derailleur and a rear derailleur.

[0101] The derailleur 100 is configured to operate the transmission 20 to change the gear ratio of the rotational speed of the wheel 16 to the rotational speed of the crank axle 12. For example, the derailleur 100 can change the gear ratio in steps. For example, the derailleur 100 is configured to perform a gear shift operation, which is the operation of the transmission 20 to change the number of gears. The number of gears is equal to the number of rear sprockets, for example, if the derailleur 100 includes a rear derailleur. For example, if there are multiple rear sprockets, each gear has a different gear ratio. The rear sprocket with the fewest teeth corresponds to the largest gear. The rear sprocket with the most teeth corresponds to the smallest gear. The higher the gear number, the larger the gear ratio.

[0102] If the derailleur 100 includes a rear derailleur, the first rotating body 14 includes at least one sprocket, the second rotating body 18 includes multiple sprockets, and the transmission body 20 includes a chain. If the derailleur 100 includes a rear derailleur, the derailleur 100 moves the chain that engages with one of the multiple sprockets included in the second rotating body 18 to one of the other sprockets during gear shifting. If the derailleur 100 includes a front derailleur, the first rotating body 14 includes multiple sprockets, the second rotating body 18 includes at least one sprocket, and the transmission body 20 includes a chain. If the derailleur 100 includes a front derailleur, the derailleur 100 moves the chain that engages with one of the multiple sprockets included in the first rotating body 14 to one of the other sprockets during gear shifting. The derailleur 100 changes the gear ratio by operating the transmission body 20 to change the engagement state between the transmission body 20 and at least one of the first rotating body 14 and the second rotating body 18.

[0103] The derailleur 100 includes, for example, an electric actuator 100A. The electric actuator 100A may be provided on the derailleur 100 or at a location on the human-powered vehicle 10 away from the derailleur 100. The electric actuator 100A includes, for example, an electric motor. The electric actuator 100A is communicated with, for example, a control unit 92. When the electric actuator 100A is driven, the derailleur 100 performs a gear shift operation.

[0104] The human-powered vehicle 10 of the second embodiment further includes, for example, an operating device 102 for the user to operate the derailleur 100. The operating device 102 is provided, for example, on the handlebars 40. The operating device 102 is configured to be operated by the user's hand, including the fingers. The operating device 102 includes, for example, a button switch or a lever switch. The operating device 102 may be configured in any way, not limited to a button switch or a lever switch, as long as it is configured to transition between at least two states when operated by the user.

[0105] The operating device 102 outputs a gear shift operation signal to the control unit 92 of the control device 90 in response to user operation. The gear shift operation signal includes, for example, a first operation signal including a gear shift instruction to increase the gear ratio, and a second operation signal including a gear shift instruction to decrease the gear ratio. In the second embodiment, the operating device 102 operates the rear derailleur, but the operating device 102 may also operate the front derailleur, or both the rear derailleur and the front derailleur may be operated by the operating device 102.

[0106] The control unit 92 is configured to control the electric actuator 100A. In the second embodiment, at least a portion of the control unit 92 may be provided on the derailleur 100. The control unit 92 causes the derailleur 100 to perform a gear shift operation by controlling the electric actuator 100A when the gear shift conditions are met. The gear shift conditions include, for example, at least one of a first gear shift condition and a second gear shift condition.

[0107] The first gear shift condition relates, for example, to an operation signal output from the operating device 102. The first gear shift condition is satisfied, for example, when a first operation signal and a second operation signal are output from the operating device 102.

[0108] The second gear shift condition relates, for example, to at least one of the driving state and driving environment of the human-powered vehicle 10. At least one of the driving state and driving environment of the human-powered vehicle 10 includes, for example, the rotational speed of the crankshaft 12, the vehicle speed, the human-powered driving force, and at least one of the gradient of the road on which the human-powered vehicle 10 is traveling. The second gear shift condition for decreasing the gear ratio is satisfied, for example, when the vehicle speed is less than or equal to the second vehicle speed and the gear ratio is smaller than a predetermined gear ratio. The second vehicle speed is, for example, the vehicle speed at which it is possible to determine that the human-powered vehicle 10 is stopped or is expected to stop. The second gear shift condition for increasing the gear ratio is satisfied, for example, when the vehicle speed is less than or equal to the second vehicle speed and the current gear ratio is larger than a predetermined gear ratio. The predetermined gear ratio is set, for example, based on the rider's load when the human-powered vehicle 10 resumes driving.

[0109] The motor 52 is configured to drive the transmission 20. The control unit 92 is configured to control the motor 52 in either a first control state or a second control state when a predetermined first condition is met. For example, the control unit 92 is configured to control the motor 52 in either a first control state or a second control state based on the gear shift condition when a predetermined first condition is met. For example, the control unit 92 is configured to control the motor 52 in a second control state when a predetermined first condition is met and the gear shift condition is met. For example, the control unit 92 is configured to control the motor 52 in a first control state when a predetermined first condition is met and the gear shift condition is not met.

[0110] The control unit 92 drives the transmission body 20 by controlling the motor 52 in the second control state, for example, when a predetermined first condition is met and the speed change condition is met. In the second embodiment, when the predetermined first condition is met, it corresponds to at least one of the following states: the transmission body 20 is not being driven, the transmission body 20 is substantially stopped, and the transmission body 20 is expected to stop. The predetermined first condition in the second embodiment includes, for example, at least one of the first to fourth examples of the predetermined first condition in the first embodiment. The predetermined first condition in the second embodiment may be the same as or different from the predetermined first condition in the first embodiment.

[0111] The control unit 92 is configured to control the motor 52 in the second control state so as to transmit a second torque to the transmission member 20 to cause the derailleur 100 to perform a gear shift operation that changes the gear ratio. The control unit 92 is configured, for example, in the second control state so as to rotate the motor 52 in the forward rotation direction and transmit the second torque to the first gear 54. The second torque is, for example, a command value of the output torque of the motor 52. The second torque is, for example, the torque generated at the motor output shaft 52A. The control unit 92 is configured, for example, in the second control state so as not to impart propulsion force to the human-powered vehicle 10. The control unit 92 is configured, for example, to cause the motor 52 to drive the transmission member 20 so as not to transmit the driving force of the motor 52 to the rear wheel 16R when the crankshaft 12 is not rotating and the control state is the second control state. The control unit 92 is configured to control the motor 52 so that the rear wheel 16R does not rotate when, for example, the crankshaft 12 is not rotating and the control state is the second control state.

[0112] The second torque is, for example, greater than 0 Nm and 5 Nm or less. The second torque is, for example, 2 Nm or more and 4 Nm or less. The first torque is, for example, less than the second torque. When the rotation direction of the motor 52 in the first control state is different from the rotation direction of the motor 52 in the second control state, for example, the relationship between the magnitudes of the first torque and the second torque is expressed by absolute values. The first torque in the first example of the first control state is, for example, less than the second torque in the second control state. The first torque in the first example of the first control state may be greater than the second torque in the second control state. The first torque in the second example of the first control state is, for example, greater than the second torque in the second control state. The first torque in the first example of the first control state may be less than the second torque in the second control state.

[0113] Referring to Figure 7, the process by which the control unit 92 changes the control state will be described. For example, when power is supplied to the control unit 92, it starts processing and moves to step S21 of the flowchart shown in Figure 7. When the flowchart in Figure 7 ends, the control unit 92 repeats the processing from step S21 at predetermined intervals, for example, until the power supply is stopped.

[0114] In step S21, the control unit 92 determines whether or not the motor 52 is being controlled in the first control state. If the control unit 92 is not controlling the motor 52 in the first control state, it proceeds to step S22. The state in which the motor 52 is not being controlled in the first control state includes, for example, a control state in which the motor 52 is controlled so that an assist force is generated in accordance with the human driving force, and at least one of the states in which the motor 52 is stopped.

[0115] In step S22, the control unit 92 determines whether a predetermined first condition is met. If the predetermined first condition is met, the control unit 92 proceeds to step S23. If the predetermined first condition is not met, the control unit 92 terminates the process.

[0116] In step S23, the control unit 92 determines whether the gear shifting conditions are met. If the gear shifting conditions are met, the control unit 92 proceeds to step S24. In step S24, the control unit 92 controls the motor 52 in the second control state and proceeds to step S25. In step S25, the control unit 92 controls the derailleur 100 and proceeds to step S26.

[0117] In step S26, the control unit 92 determines whether or not the gear shift is complete. For example, the control unit 92 determines that the gear shift is complete if a first gear shift period has elapsed since the gear shift operation of the derailleur 100 started. The control unit 92 may also determine that the gear shift is complete if a second gear shift period has elapsed since the drive of the electric actuator 100A started. The control unit 92 may also determine that the gear shift is complete based on the output of the derailleur state detection unit, which detects the state of the derailleur 100. In step S26, if the gear shift is not complete, the control unit 92 repeats the determination in step S26. If the gear shift is complete, the control unit 92 proceeds to step S27. In step S27, the control unit 92 terminates control of the motor 52 in the second control state and ends the process.

[0118] If the gear shifting conditions are not met in step S23, the control unit 92 proceeds to step S28. In step S28, the control unit 92 controls the motor 52 in the first control state and terminates the process.

[0119] If the control unit 92 does not control the motor 52 in the first control state in step S21, it proceeds to step S29. In step S29, the control unit 92 determines whether the termination condition is met. If the termination condition is met, the control unit 92 proceeds to step S30. If the termination condition is not met, the control unit 92 terminates the process. In step S30, the control unit 92 terminates control of the motor 52 in the first control state and terminates the process.

[0120] In the second embodiment, the control unit 92 controls the motor 52 in a second control state that outputs a second torque when a predetermined first condition is met and the gear shifting condition is met, so that the derailleur 100 can perform gear shifting operations effectively. In the second embodiment, the control unit 92 controls the motor 52 in a first control state when a predetermined first condition is met and the gear shifting condition is not met, so even when a predetermined first condition is met and the gear shifting condition is not met, abnormal noise caused by backlash between the first gear 54 and the second gear 56 can be suppressed.

[0121] <Third Embodiment> The control device 90 of the third embodiment will be described with reference to Figures 8 and 9. The control device 90 of the third embodiment is the same as the control device 90 of the first embodiment, except that the control unit 92 performs the processing shown in the flowchart of Figure 9 instead of the processing shown in the flowchart of Figure 5. Components of the third embodiment that are common with the first embodiment are denoted by the same reference numerals as in the first embodiment, and redundant explanations are omitted.

[0122] The human-powered vehicle 10 of the third embodiment includes a vibration detection unit 104 configured to detect vibrations, for example. The vibration detection unit 104 is provided on, for example, the vehicle body 26, the transmission body 20, the first rotating body 14, the output unit 58, and at least one of the components 50. The part to which the vibration detection unit 104 is attached can be appropriately changed, as long as it is capable of detecting vibrations such that at least one of the first gear 54 and the second gear 56 oscillates, for example. The vibration detection unit 104 includes, for example, an acceleration sensor 104A. The acceleration sensor 104A may be a single-axis acceleration sensor or a two-axis or more acceleration sensor. The vibration detection unit 104 may include a gyro sensor instead of or in addition to the acceleration sensor 104A.

[0123] The control unit 92 of the third embodiment is configured to control the motor 52 in the first control state when a predetermined first condition is met and a predetermined second condition is met such that the vibration of the human-powered vehicle 10 is equal to or greater than a predetermined vibration. The predetermined second condition is related to, for example, the output of the vibration detection unit 104. For example, the control unit 92 determines that the vibration is equal to or greater than a predetermined vibration if the positive and negative values ​​of the acceleration detected by the acceleration sensor 104A are repeated and the amplitude is equal to or greater than a predetermined amplitude.

[0124] The termination conditions of the third embodiment may include, in place of or in addition to, the termination conditions of the first embodiment, a termination condition that is satisfied when the vibration of the human-powered vehicle 10 is smaller than the termination determination vibration. The termination determination vibration may be equal to or different from a predetermined vibration.

[0125] Referring to Figure 9, the process by which the control unit 92 changes the control state will be described. For example, when power is supplied to the control unit 92, it starts processing and moves to step S11 of the flowchart shown in Figure 9. When the flowchart in Figure 9 ends, the control unit 92 repeats the processing from step S11 at predetermined intervals, for example, until the power supply is stopped.

[0126] In steps S11, S14, and S15 of Figure 9, the same processes as in steps S11, S14, and S15 of Figure 7 of the first embodiment are executed. In step S12 of Figure 9, if the predetermined first condition is met, the control unit 92 proceeds to step S41. In step S12 of Figure 9, if the predetermined first condition is not met, the control unit 92 terminates the process.

[0127] In step S41, the control unit 92 determines whether a predetermined second condition is met. If the predetermined second condition is not met, the control unit 92 terminates the process. If the predetermined second condition is met, the control unit 92 proceeds to step S42. In step S42, the control unit 92 controls the motor 52 in the first control state and terminates the process.

[0128] In the third embodiment, the control unit 92 controls the motor 52 in the first control state when a predetermined first condition is met and a predetermined second condition is met, thereby suppressing abnormal noise caused by backlash between the first gear 54 and the second gear 56. In the third embodiment, the control unit 92 does not control the motor 52 in the first control state when the predetermined first condition is met and the predetermined second condition is not met, thereby suppressing power consumption.

[0129] <Fourth Embodiment> The control device 90 of the fourth embodiment will be described with reference to Figures 8 and 10. The control device 90 of the fourth embodiment is the same as the control device 90 of the first and third embodiments, except that the control unit 92 performs the processing shown in the flowchart of Figure 10 instead of the processing shown in the flowchart of Figure 5. For components of the control device 90 of the fourth embodiment that are common with the first and third embodiments, the same reference numerals are used as in the first and third embodiments, and redundant explanations are omitted.

[0130] The control unit 92 of the fourth embodiment is configured to control the motor 52 in the first control state when a predetermined first condition is met and a predetermined third condition is met in which at least one of the first gear 54 and the second gear 56 repeatedly rotates in a first rotational direction and in a second rotational direction opposite to the first rotational direction.

[0131] The predetermined third condition relates, for example, to the output of the vibration detection unit 104. The control unit 92 determines, for example, that if the positive and negative values ​​of the acceleration detected by the acceleration sensor 104A are repeated and the amplitude is greater than or equal to a predetermined amplitude, at least one of the first gear 54 and the second gear 56 is repeatedly rotating in a first rotational direction and in a second rotational direction opposite to the first rotational direction.

[0132] The human-powered vehicle 10 of the fourth embodiment may include a rotation detection unit that detects the rotation of at least one of the first gear 54 and the second gear 56, in place of or in addition to the vibration detection unit 104. The rotation detection unit is provided, for example, on at least one of the first gear 54, the second gear 56, the output unit 58, and the first rotating body 14. The rotation detection unit includes, for example, at least one of a resolver and a rotary encoder.

[0133] The termination conditions of the fourth embodiment may include, in place of or in addition to, the termination conditions of the first embodiment, a termination condition that is satisfied when at least one of the first gear 54 and the second gear 56 does not repeatedly rotate in a first rotational direction and in a second rotational direction opposite to the first rotational direction.

[0134] Referring to Figure 10, the process by which the control unit 92 changes the control state will be described. For example, when power is supplied to the control unit 92, it starts processing and moves to step S11 of the flowchart shown in Figure 10. When the flowchart in Figure 10 is completed, the control unit 92 repeats the processing from step S11 at predetermined intervals, for example, until the power supply is stopped.

[0135] In steps S11, S14, and S15 of Figure 10, the same processes as in steps S11, S14, and S15 of Figure 7 of the first embodiment are executed. In step S12 of Figure 10, if the predetermined first condition is met, the control unit 92 proceeds to step S51. In step S12 of Figure 10, if the predetermined first condition is not met, the control unit 92 terminates the process.

[0136] In step S51, the control unit 92 determines whether a predetermined third condition is met. If the predetermined third condition is not met, the control unit 92 terminates the process. If the predetermined third condition is met, the control unit 92 proceeds to step S52. In step S52, the control unit 92 controls the motor 52 in the first control state and terminates the process.

[0137] In the fourth embodiment, the control unit 92 controls the motor 52 in the first control state when a predetermined first condition is met and a predetermined third condition is met, thereby suppressing abnormal noise caused by backlash between the first gear 54 and the second gear 56. In the fourth embodiment, the control unit 92 does not control the motor 52 in the first control state when the predetermined first condition is met and the predetermined third condition is not met, thereby suppressing power consumption.

[0138] <Fifth Embodiment> The control device 90 of the fifth embodiment will be described with reference to Figures 11 and 12. The control device 90 of the fifth embodiment is the same as the control device 90 of the first embodiment, except that it performs the processing shown in the flowchart of Figure 12 instead of the processing shown in the flowchart of Figure 5. Components of the control device 90 of the fifth embodiment that are common with the first embodiment are denoted by the same reference numerals as in the first embodiment, and redundant explanations are omitted.

[0139] The human-powered vehicle 10 of the fifth embodiment includes a sound detection unit 106. The sound detection unit 106 includes, for example, a microphone. The sound detection unit 106 is configured to detect, for example, sound waves in the audible range. The sound detection unit 106 is positioned, for example, near the first gear 54 and the second gear 56. The sound detection unit 106 is configured to detect abnormal noises caused by backlash between the first gear 54 and the second gear 56.

[0140] The control unit 92 of the fifth embodiment is configured to control the motor 52 in the first control state when a predetermined first condition is met and a predetermined fourth condition is met, which is that the volume of the abnormal noise is equal to or greater than a predetermined volume. The predetermined fourth condition relates, for example, to the output of the sound detection unit 106. For example, the control unit 92 determines that the predetermined fourth condition is met when the sound detection unit 106 detects a sound equal to or greater than a predetermined volume.

[0141] The termination conditions of the fifth embodiment may include, in place of or in addition to, the termination conditions of the first embodiment, a termination condition that is satisfied when the volume of the abnormal noise is less than the termination determination volume. The termination determination volume may be equal to or different from a predetermined volume.

[0142] Referring to Figure 12, the process by which the control unit 92 changes the control state will be described. For example, when power is supplied to the control unit 92, it starts processing and moves to step S11 of the flowchart shown in Figure 12. When the flowchart in Figure 12 ends, the control unit 92 repeats the processing from step S11 at predetermined intervals, for example, until the power supply is stopped.

[0143] In steps S11, S14, and S15 of Figure 12, the same processes as in steps S11, S14, and S15 of Figure 7 of the first embodiment are executed. In step S12 of Figure 12, if a predetermined first condition is met, the control unit 92 proceeds to step S61. In step S12 of Figure 10, if the predetermined first condition is not met, the control unit 92 terminates the process.

[0144] In step S61, the control unit 92 determines whether a predetermined fourth condition is met. If the predetermined fourth condition is not met, the control unit 92 terminates the process. If the predetermined fourth condition is met, the control unit 92 proceeds to step S52. In step S62, the control unit 92 controls the motor 52 in the first control state and terminates the process.

[0145] In the fifth embodiment, the control unit 92 controls the motor 52 in the first control state when a predetermined first condition is met and a predetermined fourth condition is met, thereby suppressing abnormal noise caused by backlash between the first gear 54 and the second gear 56 when such noise actually occurs. In the fifth embodiment, the control unit 92 does not control the motor 52 in the first control state when a predetermined first condition is met and a predetermined fourth condition is not met, thereby suppressing power consumption.

[0146] <Example of changes> The descriptions of each embodiment are illustrative of possible forms of the control device 90 for a human-powered vehicle and the components 50 for a human-powered vehicle according to this disclosure, and are not intended to limit their forms. The control device 90 for a human-powered vehicle and the components 50 for a human-powered vehicle according to this disclosure may take the following forms, for example, variations of each embodiment, and combinations of at least two non-inconsistent variations. In the following variations, parts common to the embodiments are denoted by the same reference numerals as in the embodiments and their descriptions are omitted.

[0147] The first gear 54 and the second gear 56 may constitute a speed increaser. For example, at least one of the first reduction unit 62A, the second reduction unit 62B, and the third reduction unit 62C may be configured as a speed increaser.

[0148] The first gear 54 and the second gear 56 may be located on the wheel 16 side of the output unit 58 in the power transmission path for human-powered driving force. For example, the first gear 54 and the second gear 56 may be included in an internal gear hub provided on the rear wheel 16R.

[0149] The control unit 92 of the first embodiment may be configured to control the motor 52 in the first control state if a predetermined first condition is met and at least one of the predetermined second condition, predetermined third condition, and predetermined fourth condition is met.

[0150] The control unit 92 of the second embodiment may be configured to control the motor 52 in the first control state if a predetermined first condition is met, the speed change condition is not met, and at least one of the predetermined second condition, predetermined third condition, and predetermined fourth condition is met.

[0151] In the second embodiment, the derailleur 100 may be a manual transmission that does not include an electric actuator 100A. In this modified example, for example, the operating device 102 and the derailleur 100 are connected by a Bowden cable. In this modified example, the operating device 102, the Bowden cable, and a gear shift detection unit that detects at least one movement of the derailleur 100 may be provided. The control unit 92 is configured to control the motor 52 in a second control state, for example, when a predetermined first condition is met and a gear shift operation is detected based on the output of the gear shift detection unit.

[0152] In the first, third, fourth, and fifth embodiments, the first gear 54 and the second gear 56 may be provided outside the power transmission path of the human-powered vehicle 10. For example, the first gear 54 and the second gear 56 may be provided in at least one of the derailleur 100, the operating device 102, and the braking device. The first gear 54 and the second gear 56 provided in the derailleur 100 include, for example, a reduction gear connected to an electric actuator 100A. In this case, the electric actuator 100A is a motor that transmits a first torque to the first gear 54.

[0153] In each embodiment, the first gear 54 and the second gear 56 each include a spur gear, but may also include a gear other than a spur gear. One of the first gear 54 and the second gear 56 may include a bevel gear. The first gear 54 and the second gear 56 may be included in a planetary gear mechanism.

[0154] The control unit 92 may be configured to control the motor 52 in the first control state so as to transmit a first torque to the first gear 54 that imparts a propulsive force to the human-powered vehicle 10.

[0155] The control unit 92 of the second embodiment may be configured to control the motor 52 in the second control state so as to transmit a second torque to the first gear 54 that imparts a propulsive force to the human-powered vehicle 10.

[0156] As used herein, the expression "at least one" means "one or more" of the desired options. For example, as used herein, the expression "at least one" means "only one option" or "both of the two options" if there are two options. As another example, as used herein, the expression "at least one" means "only one option" or "a combination of two or more any options" if there are three or more options. For example, the expression "at least one of A and B" means (1) A only, and (2) B only, and (3) both A and B. For example, the expression "at least one of A, and B, and C" means (1) A only, and (2) B only, (3) C only, (4) both A and B, (5) both B and C, (6) both A and C, and (7) all of A, B, and C. In other words, the expression “at least one of A and B” as used herein does not mean “at least one A and at least one B.” [Explanation of symbols]

[0157] 10...Human-powered vehicle, 12...Crankshaft, 14...First rotating body, 16...Wheel, 18...Second rotating body, 20...Transmitter, 50...Component, 52...Motor, 54...First gear, 56...Second gear, 62...Reduction gear, 90...Control device, 92...Control unit, 100...Derailleur, 104...Vibration detection unit, 104A...Accelerometer.

Claims

1. A control device for a human-powered vehicle, The aforementioned human-powered vehicle includes a motor, a first gear to which torque is transmitted from the motor, and a second gear that meshes with the first gear. The motor is equipped with a control unit configured to control the motor, The control unit is configured to control the motor in a first control state in which, when a predetermined first condition is met, a first torque is transmitted to the first gear to suppress abnormal noise caused by backlash between the first gear and the second gear.

2. The control device according to claim 1, wherein the aforementioned predetermined first condition relates to coasting.

3. The motor is configured to provide propulsion to the human-powered vehicle. The control unit is configured to rotate the motor in the forward rotation direction and transmit the first torque to the first gear in the first control state. The control device according to claim 1, wherein the forward rotation direction is the direction in which the motor moves the human-powered vehicle forward.

4. The motor is configured to provide propulsion to the human-powered vehicle. The control unit is configured to rotate the motor in the reverse direction in the first control state and transmit the first torque to the first gear. The control device according to claim 1, wherein the reverse rotation direction is opposite to the direction in which the motor moves the human-powered vehicle forward.

5. The human-powered vehicle includes a crankshaft to which human power is input, a first rotating body connected to the crankshaft, a wheel, a second rotating body connected to the wheel, a transmission body configured to engage with the first and second rotating bodies and transmit driving force between the first and second rotating bodies, and a derailleur configured to change the gear ratio, which is the ratio of the rotational speed of the wheel to the rotational speed of the crankshaft. The motor is configured to drive the transmission member, The control unit, In the second control state, the motor is configured to control the transmission body to transmit a second torque to the derailleur, causing it to perform a gear shift operation that changes the gear ratio. The control device according to claim 1, configured to control the motor in either the first control state or the second control state when the predetermined first condition is met.

6. The control device according to claim 5, wherein the first torque is smaller than the second torque.

7. The control device according to claim 1, wherein the control unit is configured to control the motor in the first control state when the predetermined first condition is met and the predetermined second condition is met such that the vibration of the human-powered vehicle is equal to or greater than a predetermined vibration.

8. The aforementioned human-powered vehicle includes a vibration detection unit configured to detect the vibration, The control device according to claim 7, wherein the aforementioned predetermined second condition relates to the output of the vibration detection unit.

9. The control device according to claim 8, wherein the vibration detection unit includes an acceleration sensor.

10. The control device according to claim 1, wherein the control unit is configured to control the motor in the first control state when the predetermined first condition is met and at least one of the first gear and the second gear repeatedly rotates in a first rotational direction and in a second rotational direction opposite to the first rotational direction, as a predetermined third condition.

11. The control device according to claim 1, wherein the control unit is configured to control the motor in the first control state when the predetermined first condition is met and the predetermined fourth condition that the volume of the abnormal noise is equal to or greater than a predetermined volume is met.

12. The control device according to claim 2, wherein the predetermined first condition is satisfied when the human-powered driving force input to the crankshaft of the human-powered vehicle is less than or equal to a predetermined human-powered driving force.

13. The control device according to claim 12, wherein the predetermined human-powered driving force is 5 Nm or less.

14. The control device according to claim 2, wherein the aforementioned predetermined first condition is satisfied when the rotational speed of the crankshaft of the human-powered vehicle is less than or equal to a predetermined rotational speed.

15. The control device according to claim 14, wherein the predetermined rotational speed is 5 rpm or less.

16. The control device according to claim 1, wherein the motor is configured to impart propulsion to the human-powered vehicle.

17. The control device according to claim 16, wherein the control unit is configured to control the motor in the first control state such that it transmits the first torque to the first gear such that it does not impart propulsion to the human-powered vehicle.

18. A component for a human-powered vehicle, A control device according to any one of claims 1 to 17, The motor and, The first gear, to which torque is transmitted from the motor, A component including a second gear that meshes with the first gear.

19. The component according to claim 18, wherein the first gear and the second gear constitute a reduction gear.

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