Control device for a human-powered vehicle

Abstract

To provide a control device for a man-powered vehicle that can appropriately control a motor, in changing a change gear ratio.SOLUTION: A control device for a man-powered vehicle comprises a control part configured to control a motor, where the man-powered vehicle includes the motor for applying propulsion force to the man-powered vehicle and a speed change gear that changes a change gear ratio which is a ratio of a rotation speed of a wheel of the man-powered vehicle to a rotation speed of a crank of the man-powered vehicle. The control part is configured to control the motor so that when the change gear ratio is changed, a level of assist by the motor is lowered in accordance with a pavement condition of a travelling road of the man-powered vehicle.SELECTED DRAWING: Figure 2

Description

Technical Field

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

Background Art

[0002] For example, the control device for a human-powered vehicle disclosed in Patent Document 1 reduces the output of a motor that applies a driving force to the human-powered vehicle when changing the gear ratio.

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 that can suitably control a motor when changing the gear ratio.

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 that applies a driving force to the human-powered vehicle and a transmission that changes a gear ratio that is a ratio of a rotational speed of a wheel of the human-powered vehicle to a rotational speed of a crank of the human-powered vehicle, and including a control unit configured to control the motor, the control unit being configured to control the motor so as to reduce an assist level by the motor according to a paved state of a traveling road of the human-powered vehicle when the gear ratio is changed. According to the control device of the first aspect, when the gear ratio is changed, the motor is controlled so that the assist level is reduced according to the paved state of the traveling road of the human-powered vehicle. Therefore, when the gear ratio is changed, the motor can be suitably controlled.

[0006] In the control device of the second aspect according to the first aspect of the present disclosure, the control unit is configured to control the motor such that a decrease amount of the assist level when the gear ratio is changed on a paved road is different from a decrease amount of the assist level when the gear ratio is changed on an unpaved road. According to the control device of the second aspect, it is possible to set a decrease amount of the assist level when the gear ratio is changed to a decrease amount of the assist level suitable for each of a paved road and an unpaved road.

[0007] In the control device of the third aspect according to the first aspect of the present disclosure, the control unit is configured to control the motor such that a decrease amount of the assist level when the gear ratio is changed on a paved road is equal to or greater than a decrease amount of the assist level when the gear ratio is changed on an unpaved road. According to the control device of the third aspect, it is possible to control the motor such that a decrease amount of the assist level when the gear ratio is changed on a paved road is equal to or greater than a decrease amount of the assist level when the gear ratio is changed on an unpaved road. For this reason, an increase in the load on the rider is suppressed on an unpaved road where the load on the rider is likely to increase.

[0008] In the control device of the fourth aspect according to the second or third aspect of the present disclosure, the control unit is configured to control the motor such that a decrease amount of the assist level when the gear ratio is changed to decrease on the paved road is different from a decrease amount of the assist level when the gear ratio is changed to increase on the paved road. According to the control device of the fourth aspect, it is possible to set a decrease amount of the assist level when the gear ratio is changed on a paved road to a decrease amount of the assist level suitable for each of the case where the gear ratio is changed to decrease and the case where the gear ratio is changed to increase.

[0009] In the control device according to the fifth aspect in accordance with the fourth aspect of the present disclosure, the control unit is configured to control the motor such that a decrease amount of the assist level when the gear ratio is changed to decrease on the paved road is larger than a decrease amount of the assist level when the gear ratio is changed to increase on the paved road. According to the control device of the fifth aspect, the motor can be controlled such that a decrease amount of the assist level when the gear ratio is changed to decrease on the paved road is larger than a decrease amount of the assist level when the gear ratio is changed to increase on the paved road.

[0010] In the control device according to the sixth aspect in accordance with any one of the second to fifth aspects of the present disclosure, the control unit is configured to control the motor such that a decrease amount of the assist level when the gear ratio is changed to increase on the unpaved road is different from a decrease amount of the assist level when the gear ratio is changed to decrease on the unpaved road. According to the control device of the sixth aspect, the decrease amount of the assist level when the gear ratio is changed on the unpaved road can be set to a decrease amount of the assist level suitable for each of the case where the gear ratio is changed to decrease and the case where the gear ratio is changed to increase.

[0011] In the control device according to the seventh aspect in accordance with the sixth aspect of the present disclosure, the control unit is configured to control the motor such that a decrease amount of the assist level when the gear ratio is changed to increase on the unpaved road is larger than a decrease amount of the assist level when the gear ratio is changed to decrease on the unpaved road. According to the control device of the seventh aspect, the motor can be controlled such that a decrease amount of the assist level when the gear ratio is changed to increase on the unpaved road is larger than a decrease amount of the assist level when the gear ratio is changed to decrease on the unpaved road. For this reason, when the load of the rider decreases due to a decrease in the gear ratio, shifting becomes easier. When the load of the rider increases due to an increase in the gear ratio, an increase in the load of the rider is suppressed.

[0012] In the control device according to an eighth aspect that follows any one of the second to seventh aspects of the present disclosure, when the gear ratio is changed, the control unit is configured to control the motor to increase the assist level after a predetermined period has elapsed after reducing the assist level, and the predetermined period in the case of a paved road is longer than the predetermined period in the case of an unpaved road. According to the control device of the eighth aspect, after reducing the assist level when the gear ratio is changed, it is possible to maintain the state in which the assist level is reduced for a predetermined period that is longer in the case of a paved road than in the case of an unpaved road.

[0013] In the control device according to a ninth aspect that follows any one of the first to eighth aspects of the present disclosure, the human-powered vehicle further includes an imaging device, and the control unit is configured to determine the paving state of the traveling road based on an image of the traveling road acquired by the imaging device. According to the control device of the ninth aspect, the motor can be suitably controlled when changing the gear ratio according to the paving state determined from the image of the traveling road.

[0014] In the control device according to a tenth aspect of the present disclosure, a control device for a human-powered vehicle, the human-powered vehicle includes a motor that applies a driving force to the human-powered vehicle, and a transmission that changes a gear ratio that is a ratio of the rotational speed of a wheel of the human-powered vehicle to the rotational speed of a crank of the human-powered vehicle, and includes a control unit that controls the motor, and the control unit is configured to control the motor in a first control state for traveling on a paved road and a second control state for traveling on an unpaved road, and when the gear ratio is changed, the motor is configured to control the motor to reduce the assist level by the motor, and the amount of reduction in the assist level when the gear ratio is changed in the first control state is different from the amount of reduction in the assist level when the gear ratio is changed in the second control state. According to the control device of the tenth aspect, the amount of decrease in the assist level when the gear ratio is changed can be set to an amount of decrease in the assist level suitable for each of the first control state and the second control state.

[0015] In the control device of the eleventh aspect according to the tenth aspect of the present disclosure, when the gear ratio is changed in the first control state, the amount of decrease in the assist level is greater than or equal to the amount of decrease in the assist level when the gear ratio is changed in the second control state. To The motor is configured to be controlled so as to satisfy the above condition. According to the control device of the eleventh aspect, the motor can be controlled so that the amount of decrease in the assist level of the motor when the gear ratio is changed in the first control state is greater than or equal to the amount of decrease in the assist level of the motor when the gear ratio is changed in the second control state. Therefore, an increase in the rider's load is suppressed in the second control state in which control for traveling on an unpaved road where the rider's load is likely to increase is performed.

[0016] In the control device of the twelfth aspect according to the tenth or eleventh aspect of the present disclosure, when the gear ratio is changed so as to decrease in the first control state, the amount of decrease in the assist level is different from the amount of decrease in the assist level when the gear ratio is changed so as to increase in the first control state. The motor is configured to be controlled. According to the control device of the twelfth aspect, the amount of decrease in the assist level when the gear ratio is changed in the first control state can be set to an amount of decrease in the assist level suitable for each of the case where the gear ratio is changed so as to decrease and the case where the gear ratio is changed so as to increase.

[0017] In the control device of the thirteenth aspect according to the 12 aspect of the present disclosure, when the gear ratio is changed so as to decrease in the first control state, the amount of decrease in the assist level is configured to be greater than the amount of decrease in the assist level when the gear ratio is changed so as to increase in the first control state. The motor is controlled. According to the control device of the 13th aspect, the reduction amount of the assist level when the gear ratio is changed so as to decrease in the first control state is larger than the reduction amount of the assist level when the gear ratio is changed so as to increase in the first control state. Thus, the motor can be controlled. Therefore, when the load on the rider decreases due to a decrease in the gear ratio, shifting is likely to occur. When the load on the rider increases due to an increase in the gear ratio, an increase in the load on the rider is suppressed.

[0018] In the control device of the 14th aspect according to any one of the 10th to 13th aspects of the present disclosure, the control unit is configured to control the motor such that a reduction amount of the assist level when the gear ratio is changed so as to increase in the second control state is different from a reduction amount of the assist level when the gear ratio decreases in the second control state. According to the control device of the 14th aspect, the reduction amount of the assist level when the gear ratio is changed in the second control state can be set to a reduction amount of the assist level suitable for each of the case where the gear ratio is changed so as to decrease and the case where the gear ratio is changed so as to increase.

[0019] In the control device of the 15th aspect according to the 14th aspect of the present disclosure, the control unit is configured to control the motor such that a reduction amount of the assist level when the gear ratio is changed so as to increase in the second control state is larger than a reduction amount of the assist level when the gear ratio decreases in the second control state. According to the control device of the 15th aspect, the reduction amount of the assist level when the gear ratio is changed so as to increase in the second control state is larger than the reduction amount of the assist level when the gear ratio decreases in the second control state. Thus, the motor can be controlled. Therefore, when the load on the rider decreases due to a decrease in the gear ratio, shifting is likely to occur. When the load on the rider increases due to an increase in the gear ratio, an increase in the load on the rider is suppressed.

[0020] In the control device according to any one of the 10th to 15th aspects of the present disclosure, when the gear ratio is changed, the control unit is configured to control the motor to increase the assist level after a predetermined period has elapsed after reducing the assist level, and the predetermined period when the control state is the first control state is longer than the predetermined period when the control state is the second control state. According to the control device of the 16th aspect, when the gear ratio is changed, after reducing the assist level, when the control state is the first control state, it is possible to maintain the state where the assist level is reduced for a longer predetermined period than when the control state is the second control state.

[0021] In the control device according to any one of the 10th to 16th aspects of the present disclosure, the human-powered vehicle further includes an imaging device, and the control unit is configured to switch between the first control state and the second control state based on an image of the traveling road of the human-powered vehicle acquired by the imaging device. According to the control device of the 17th aspect, the control state can be suitably switched between the first control state and the second control state based on an image of the traveling road.

[0022] Control according to the 18th aspect of the 8th or 16th aspect of the present disclosure Device wherein the predetermined period includes a period until the rotation amount of the wheels of the human-powered vehicle reaches a predetermined rotation amount, and the predetermined rotation amount is 30 degrees or more and less than 460 degrees. Control according to the 18th aspect Device According to this, when the gear ratio is changed, it is possible to maintain the state where the assist level is reduced during the period until the rotation amount of the wheels of the human-powered vehicle reaches 30 degrees or more and less than 460 degrees.

[0023] Control according to the 19th aspect of any one of the 1st to 18th aspects of the present disclosure DeviceIn this case, when the gear ratio is equal to or greater than a predetermined gear ratio and the gear ratio is changed, the control unit is configured to control the motor so that the decrease amount of the assist level is greater than that when the gear ratio is less than the predetermined gear ratio and the gear ratio is changed. Control of the 19th aspect Device According to this, when the gear ratio is equal to or greater than a predetermined gear ratio and the gear ratio is changed, the motor can be controlled so that the decrease amount of the assist level is greater than that when the gear ratio is less than the predetermined gear ratio and the gear ratio is changed.

[0024] In the control device of the 20th aspect according to any one of the 1st to 19th aspects of the present disclosure, the assist level includes at least one of a ratio of an assist force by the motor to a human driving force, an upper limit value of an output of the motor, a regulation level of an output change of the motor when the human driving force decreases, an acceleration rate of an increase in the output of the motor when the human driving force increases, and an output of the motor. According to the control device of the 20th aspect, at least one of a ratio of an assist force by the motor to a human driving force, an upper limit value of an output of the motor, and a regulation level of an output change of the motor when the human driving force decreases 、 The acceleration rate of an increase in the output of the motor when the human driving force increases can be made different according to a paved state of a traveling road and a control state of the control unit.

[0025] In the control device of the 21st aspect according to any one of the 1st to 20th aspects of the present disclosure, when the gear ratio is changed, the control unit is configured to control the motor so as to gradually decrease the assist level. According to the control device of the 21st aspect, since the motor is controlled so as to gradually decrease the assist level, it is difficult for the rider to feel discomfort due to a sudden decrease in the assist level.

[0026] In the control device of the 22nd aspect according to any one of the 1st to 21st aspects of the present disclosure, the transmission is operated by an electric actuator, and the control unit is configured to control the transmission. According to the control device of the 22nd aspect, the gear ratio can be changed by a transmission device that operates by an electric actuator.

[0027] In the control device of the 23rd aspect according to the 22nd aspect of the present disclosure, the control unit is configured to control the transmission device so as to start a gear shifting operation of the transmission device after reducing the assist level. According to the control device of the 23rd aspect, since the gear shifting operation of the transmission device is started after reducing the assist level of the motor, it becomes easier to shift gears.

[0028] In the control device of the 24th aspect according to the 22nd or 23rd aspect of the present disclosure, when the gear ratio is changed, the control unit starts to reduce the assist level when the angle of the crank falls within a predetermined range. According to the control device of the 24th aspect, it is possible to start reducing the assist level at an angle of the crank suitable for changing the gear ratio.

[0029] In the control device of the 25th aspect according to any one of the 1st to 24th aspects of the present disclosure, the transmission device includes a derailleur and a plurality of sprockets having a rotation axis and arranged in the extending direction of the rotation axis. When the gear ratio of the transmission device is changed, the control unit is configured to control the motor so as to reduce the assist level at least while the plurality of sprockets rotate by a predetermined angle. According to the control device of the 25th aspect, when the gear ratio of the transmission device is changed, it is possible to control the motor so as to reduce the assist level at least while the plurality of sprockets rotate by a predetermined angle.

[0030] In the control device of the 26th aspect according to any one of the 1st to 25th aspects of the present disclosure, the control unit is configured to start reducing the assist level according to the state of the gear shifting operation of the transmission device. 2 6 According to the control device of the aspect, it is possible to start reducing the assist level according to the state of the gear shifting operation of the transmission device.

Advantages of the Invention

[0031] According to the control device for a human - powered vehicle of the present disclosure, when changing the gear ratio, the motor can be preferably controlled.

Brief Description of the Drawings

[0032] [Figure 1] It is a side view of a human - powered vehicle including the control device for a human - powered vehicle according to the first embodiment. [Diagram 2] It is a block diagram showing the electrical configuration of the control device for a human - powered vehicle and components for a human - powered vehicle in FIG. 1. [Diagram 3] It is a schematic diagram of the learning model included in the artificial intelligence processing unit in FIG. 2. [Figure 4] It is a flowchart showing the first part of the process of controlling the transmission and the motor executed by the control unit in FIG. 2. [Diagram 5] It is a flowchart showing the second part of the process of controlling the transmission and the motor executed by the control unit in FIG. 2. [Figure 6] It is a flowchart showing the first part of the process of controlling the transmission and the motor executed by the control unit according to the second embodiment. [Figure 7] It is a flowchart showing the second part of the process of controlling the transmission and the motor executed by the control unit according to the second embodiment. [Figure 8] It is a flowchart showing the process of controlling the transmission and the motor executed by the control unit according to the third embodiment. [Figure 9] It is a flowchart showing the first part of the process of controlling the transmission and the motor executed by the control unit according to the fourth embodiment. [Figure 10] It is a flowchart showing the second part of the process of controlling the transmission and the motor executed by the control unit according to the fourth embodiment.

Modes for Carrying Out the Invention

[0033] <First Embodiment> With reference to FIGS. 1 to 5, a control device 70 for a human-powered vehicle will be described. The human-powered vehicle is a vehicle having at least one wheel and capable of being driven by at least human driving force. The human-powered vehicle includes various types of bicycles such as, for example, mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbent bikes. The number of wheels of the human-powered vehicle is not limited. The human-powered vehicle also includes vehicles having, for example, a single wheel and vehicles having two or more wheels. The human-powered vehicle is not limited to a vehicle that can be driven only by human driving force. The human-powered vehicle includes an e-bike (E-bike) that uses the driving force of an electric motor in addition to human driving force for propulsion. The e-bike includes an electric assist bicycle whose propulsion is assisted by an electric motor. Hereinafter, in the embodiment, the human-powered vehicle will be described as an electric assist bicycle whose propulsion is assisted by an electric motor.

[0034] In this specification, the terms "front", "rear", "forward", "backward", "left", "right", "sideways", "upward", and "downward" indicating the following directions, and any other similar direction-indicating terms refer to those directions determined based on a rider facing the handlebar at a reference position of the human-powered vehicle (for example, on the saddle or seat).

[0035] The human-powered vehicle 10 includes a vehicle body 12, a crank 14, and at least one wheel 16. The vehicle body 12 includes a frame 18. The crank 14 includes a crankshaft 20, crank arms 22, and pedals 24. The crankshaft 20 is provided on the frame 18 so as to be rotatable with respect to the frame 18. Crank arms 22 are provided at both ends of the crankshaft 20, respectively. One end of each crank arm 22 is connected to each end of the crankshaft 20. The pedals 24 are connected to the other ends of the crank arms 22. When a human driving force is input to the pedals 24, the crank 14 rotates.

[0036] At least one wheel 16 includes a front wheel 16F and a rear wheel 16R. The front wheel 16F and the rear wheel 16R are respectively supported by a frame 18. In this embodiment, the rear wheel 16R is connected to the crank 14 by a drive mechanism 26. For example, the rear wheel 16R is driven by the rotation of the crank 14.

[0037] The drive mechanism 26 includes a first rotating body 28, a second rotating body 30, and a connecting member 32. For example, the first rotating body 28 includes a front sprocket. For example, the first rotating body 28 may include a pulley or a bevel gear. The first rotating body 28 may be connected to rotate integrally with the crankshaft 20, or may be connected via a first one-way clutch. The first one-way clutch rotates the first rotating body 28 forward when the crank 14 is rotated in the forward direction of the human-powered vehicle 10. The first one-way clutch is configured to allow relative rotation between the crank 14 and the first rotating body 28 when the crank 14 is rotated in the direction opposite to the forward direction of the human-powered vehicle 10. The first one-way clutch includes at least one of, for example, a roller clutch, a sprag clutch, and a claw clutch.

[0038] The second rotating body 30 is connected to the rear wheel 16R. For example, the second rotating body 30 includes a rear sprocket. The second rotating body 30 may include a pulley or a bevel gear. For example, a second one-way clutch is provided between the second rotating body 30 and the rear wheel 16R. The second one-way clutch rotates the rear wheel 16R forward when the second rotating body 30 is rotated in the forward direction of the human-powered vehicle 10. The second one-way clutch is configured to allow relative rotation between the second rotating body 30 and the rear wheel 16R when the second rotating body 30 is rotated in the direction opposite to the forward direction of the human-powered vehicle 10. The connecting member 32 engages with the first rotating body 28 and the second rotating body 30 and transmits the rotational force of the first rotating body 28 to the second rotating body 30. The second one-way clutch includes at least one of, for example, a roller clutch, a sprag clutch, and a claw clutch. The connecting member 32 includes, for example, a chain, a belt, or a shaft.

[0039] In this embodiment, the first rotating body 28 and the crankshaft 20 are arranged coaxially. The first rotating body 28 and the crankshaft 20 may not be arranged coaxially. When the first rotating body 28 and the crankshaft 20 are not arranged coaxially, the first rotating body 28 and the crankshaft 20 are connected through the mediation of the first transmission mechanism. The first transmission mechanism includes at least one of a gear, a pulley, a chain, a shaft, and a belt. In this embodiment, the second rotating body 30 and the rear wheel 16R are arranged coaxially. The second rotating body 30 and the rear wheel 16R may not be arranged coaxially. When the second rotating body 30 and the rear wheel 16R are not arranged coaxially, the second rotating body 30 and the rear wheel 16R are connected through the mediation of the second transmission mechanism. The second transmission mechanism includes at least one of a gear, a pulley, a chain, a shaft, and a belt.

[0040] A front fork 34 is attached to the frame 18. A front wheel 16F is attached to the front fork 34. A stem 36 is attached to the front fork 34. A handlebar 38 is connected to the stem 36. In this embodiment, the rear wheel 16R is connected to the crank 14 by the drive mechanism 26, but at least one of the rear wheel 16R and the front wheel 16F may be connected to the crank 14 by the drive mechanism 26.

[0041] The human - powered vehicle 10 includes a motor 40 and a transmission 42. The motor 40 applies a driving force to the human - powered vehicle 10. The transmission 42 changes a transmission ratio R which is the ratio of the rotational speed W of the wheels 16 of the human - powered vehicle 10 to the rotational speed C of the crank 14 of the human - powered vehicle 10.

[0042] The motor 40 includes one or more electric motors. The electric motor included in the motor 40 is, for example, a brushless motor. The motor 40 is provided on the frame 18 of the human-powered vehicle 10. The motor 40 is configured to drive the connecting member 32. For example, the motor 40 drives the connecting member 32 through the mediation of the first rotating body 28. For example, the motor 40 is configured to apply a propulsive force to the human-powered vehicle 10 according to the human driving force input to the crank 14. For example, the motor 40 is configured to transmit an assistive force to the power transmission path of the human driving force from the pedal 24 to the rear wheel 16R. For example, the motor 40 is configured to transmit a rotational force to the first rotating body 28.

[0043] The human-powered vehicle 10 further includes a housing in which the motor 40 is accommodated. The housing is attached to the frame 18. The motor 40 and the housing together constitute a drive unit 44. The housing rotatably supports the crankshaft 20. For example, the motor 40 may be configured to directly transmit a rotational force to the connecting member 32. For example, in this case, a sprocket that engages with the connecting member 32 is provided on the output shaft of the motor 40 or on a transmission member to which the force of the output shaft of the motor 40 is transmitted.

[0044] A speed reducer may be provided between the motor 40 and the power transmission path of the human driving force. The speed reducer is configured to include, for example, a plurality of gears. For example, a third one-way clutch may be provided between the motor 40 and the power transmission path of the human driving force. For example, the third one-way clutch is configured to suppress the transmission of the rotational force of the crank 14 to the motor 40 when the human-powered vehicle 10 rotates the crank 14 in the forward direction. The third one-way clutch includes, for example, at least one of a roller clutch, a sprag clutch, and a claw clutch.

[0045] The drive unit 44 includes an output section. The output section is connected to, for example, the crankshaft 20 and a speed reducer. The input drive force input to the crank 14 and the rotational force of the motor 40 are input to the output section. The first rotating body 28 is connected to the output section so as to rotate integrally with the output section.

[0046] For example, the transmission 42 has a derailleur 46 and a plurality of sprockets 48 having a rotation axis SC and arranged in the direction in which the rotation axis SC extends. The transmission 42 may be an internal transmission. The derailleur 46 is configured to change the gear ratio R, which is the ratio of the rotational speed W of the wheels 16 of the human-powered vehicle 10 to the rotational speed C of the crank 14 of the human-powered vehicle 10. The relationship among the gear ratio R, the rotational speed W, and the rotational speed C is represented by Equation (1). Equation (1): Gear ratio R = Rotational speed W / Rotational speed C

[0047] For example, the derailleur 46 includes at least one of a front derailleur and a rear derailleur. When the derailleur 46 includes a rear derailleur, the first rotating body 28 includes at least one sprocket. When the derailleur 46 includes a rear derailleur, the second rotating body 30 includes a plurality of sprockets 48. When the derailleur 46 includes a rear derailleur, the connecting member 32 includes a chain. When the derailleur 46 includes a rear derailleur, the derailleur 46 moves a chain engaged with one of the plurality of sprockets 48 included in the second rotating body 30 to another one of the plurality of sprockets 48.

[0048] When the derailleur 46 includes a front derailleur, the first rotating body 28 includes a plurality of sprockets. When the derailleur 46 includes a front derailleur, the second rotating body 30 includes at least one sprocket. When the derailleur 46 includes a front derailleur, the connecting member 32 includes a chain. When the derailleur 46 includes a front derailleur, the derailleur 46 moves a chain engaged with one of the plurality of sprockets 48 included in the first rotating body 28 to another one of the plurality of sprockets 48. The derailleur 46 changes the gear ratio R by operating the connecting member 32 to change the engagement state between at least one of the first rotating body 28 and the second rotating body 30 and the connecting member 32.

[0049] For example, the derailleur 46 can change the gear ratio R step by step. For example, the derailleur 46 is configured to operate the connecting member 32 to change the gear ratio R. Different gear ratios R are set for each of the plurality of sprockets 48. For example, the number of gear shift steps is equal to the number of the plurality of sprockets 48. When the derailleur 46 includes a rear derailleur, the sprocket with the smallest number of teeth among the plurality of sprockets 48 corresponds to the gear shift step with the largest gear ratio R. When the derailleur 46 includes a rear derailleur, the sprocket with the largest number of teeth among the plurality of sprockets 48 corresponds to the gear shift step with the smallest gear ratio R. When the derailleur 46 includes a rear derailleur, the larger the gear shift step, the larger the gear ratio R.

[0050] The human-powered vehicle 10 includes a control device 70. For example, the control device 70 is provided in the housing of the drive unit 44. The control device 70 may be provided on the frame 18. The control device 70 includes a control unit 72. The control unit 72 is configured to control the motor 40. The control unit 72 includes an arithmetic processing device that executes a predetermined control program. The arithmetic processing device included in the control unit 72 includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing devices included in the control unit 72 may be provided at a plurality of locations separated from each other. The control unit 72 may include one or more microcomputers.

[0051] For example, the control device 70 further includes a storage unit 74. In the storage unit 74, a control program and information used for control processing are stored. The storage unit 74 includes, for example, a non-volatile memory and a volatile memory. The non-volatile memory includes, for example, at least one of a ROM (Read-Only Memory), an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), and a flash memory. The volatile memory includes, for example, a RAM (Random Access Memory).

[0052] For example, the control device 70 further includes a drive circuit 76 for the motor 40. The drive circuit 76 and the control unit 72 are provided, for example, in the housing of the drive unit 44. The drive circuit 76 and the control unit 72 may be provided on the same circuit board, for example. The drive circuit 76 includes an inverter circuit. The drive circuit 76 controls the power supplied from the battery 50 to the motor 40. The drive circuit 76 is connected to the control unit 72 via a conductive wire, an electric cable, a wireless communication device, or the like. The drive circuit 76 drives the motor 40 in response to a control signal from the control unit 72.

[0053] The human-powered vehicle 10 further includes a battery 50 that supplies power to the control unit 72. For example, the battery 50 is provided on the frame 18. The battery 50 includes one or more battery elements. The battery element includes a rechargeable battery. The battery 50 is configured to supply power to the control unit 72. The battery 50 is communicably connected to the control unit 72 via an electrical cable or a wireless communication device. The battery 50 can communicate with the control unit 72, for example, by power line communication (PLC), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver / Transmitter).

[0054] For example, the human-powered vehicle 10 further includes an electric actuator 52 configured to operate the transmission 42. For example, the transmission 42 is operated by the electric actuator 52. The electric actuator 52 includes, for example, an electric motor. The electric actuator 52 is configured to be communicable with the control unit 72 by at least one of a wireless communication device and an electrical cable.

[0055] For example, the control unit 72 is configured to control the transmission 42. For example, the control unit 72 is configured to control the electric actuator 52. Power is supplied to the electric actuator 52 from the battery 50. The control unit 72 causes the transmission 42 to start a shifting operation in response to a shift instruction. For example, the shift instruction is set when at least one of the following cases occurs: when a shift operation device 64 for operating the transmission 42 is operated, and when a shift condition related to shifting is satisfied.

[0056] The electric actuator 52 may further include, for example, a speed reducer connected to the output shaft of an electric motor. The electric actuator 52 may be provided on the derailleur 46 or may be provided at a position away from the derailleur 46 in the human-powered vehicle 10. When the electric actuator 52 is driven, the derailleur 46 operates the connecting member 32 to perform a shifting operation. When the derailleur 46 includes a rear derailleur, the derailleur 46 includes, for example, a base member, a movable member, and a link mechanism that movably connects the movable member to the base member. The movable member includes a guide member that guides the connecting member 32. The guide member includes, for example, a guide plate and a pulley. The electric actuator 52 may directly drive the link mechanism, for example. The electric actuator 52 may drive the link mechanism via a cable.

[0057] For example, the human-powered vehicle 10 further includes an imaging device 54. The imaging device 54 acquires a front image of the human-powered vehicle 10. The imaging device 54 is provided on the frame 18 or the handlebar 38. The imaging device 54 may be provided on the rider. When the imaging device 54 is provided on the rider, for example, the imaging device 54 is provided on a helmet worn by the rider.

[0058] The imaging device 54 includes, for example, a camera. The imaging device 54 may be capable of capturing only the front image. The imaging device 54 may be capable of simultaneously capturing peripheral images other than the front image. The imaging device 54 may be capable of capturing the entire circumference around the human-powered vehicle 10. The imaging device 54 is configured to be communicable with the control unit 72 by at least one of a wireless communication device and an electric cable. The imaging device 54 is configured to transmit the captured front image to the control unit 72.

[0059] For example, the human-powered vehicle 10 further includes at least one of a vehicle speed sensor 56, a crank rotation sensor 58, and a human driving force detection unit 60. The vehicle speed sensor 56 is configured to detect information regarding the vehicle speed of the human-powered vehicle 10. The vehicle speed sensor 56 is configured to be communicable with the control unit 72 by at least one of a wireless communication device and an electric cable. In the present embodiment, the vehicle speed sensor 56 is configured to detect information regarding the rotational speed W of at least one wheel 16 of the human-powered vehicle 10. The vehicle speed sensor 56 outputs a signal corresponding to the rotational speed W of the wheel 16. The control unit 72 can calculate the vehicle speed of the human-powered vehicle 10 based on the signal corresponding to the rotational speed W 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 74.

[0060] The vehicle speed sensor 56 includes, for example, a magnetic reed constituting a reed switch, or a magnetic sensor such as a Hall element. The vehicle speed sensor 56 is attached to the chain stay of the frame 18 and is configured to detect a magnet attached to the rear wheel 16R. The vehicle speed sensor 56 may be provided on the front fork 34 and configured to detect a magnet attached to the front wheel 16F. In the present embodiment, the vehicle speed sensor 56 is configured such that the reed switch detects the magnet once when the wheel 16 makes one rotation. The vehicle speed sensor 56 may have any configuration as long as it can acquire information regarding the vehicle speed of the human-powered vehicle 10.

[0061] The configuration of the vehicle speed sensor 56 is not limited to detecting a magnet provided on the wheel 16. For example, the vehicle speed sensor 56 may be configured to detect a slit provided on a sensor ring. The sensor ring is a member that rotates integrally with the wheel 16. For example, the vehicle speed sensor 56 may include an optical sensor or the like. For example, the vehicle speed sensor 56 may include a GPS (Global Positioning System) receiver. When the vehicle speed sensor 56 includes a GPS receiver, the control unit 72 can calculate the vehicle speed according to the time and the moving distance.

[0062] The crank rotation sensor 58 is configured to detect information regarding the rotational speed C of the crank 14. The crank rotation sensor 58 is configured to be communicable with the control unit 72 by at least one of a wireless communication device and an electrical cable. The crank rotation sensor 58 is provided, for example, on the frame 18 of the human-powered vehicle 10 or the drive unit 44. The crank rotation sensor 58 may be provided on the housing of the drive unit 44. The crank rotation sensor 58 includes a magnetic sensor that outputs a signal according to the intensity of a magnetic field. An annular magnet whose magnetic field intensity changes in the circumferential direction is provided on the crankshaft 20, a member that rotates in conjunction with the crankshaft 20, or a power transmission path between the crank 14 and the first rotating body 28. The member that rotates in conjunction with the crankshaft 20 may include the output shaft of the motor 40.

[0063] The crank rotation sensor 58 outputs a signal according to the rotational speed C of the crank 14. For example, when no first one-way clutch is provided between the crank 14 and the first rotating body 28, the magnet may be provided on the first rotating body 28. The crank rotation sensor 58 may have any configuration as long as it can acquire information regarding the rotational speed C of the crank 14. The crank rotation sensor 58 may include an optical sensor, an acceleration sensor, a gyro sensor, a torque sensor, etc. instead of the magnetic sensor.

[0064] The human driving force detection unit 60 is configured to detect information regarding the human driving force. The human driving force detection unit 60 is configured to be communicable with the control unit 72 by at least one of a wireless communication device and an electrical cable. For example, the human driving force detection unit 60 is provided on the frame 18 of the human-powered vehicle 10, the drive unit 44, the crank 14, or the pedal 24. The human driving force detection unit 60 may be provided on the housing of the drive unit 44.

[0065] The human power detection unit 60 includes, for example, a torque sensor. The torque sensor is configured to output a signal corresponding to the torque applied to the crank 14 by the human driving force. For example, when a first one-way clutch is provided between the crank 14 and the first rotating body 28, the torque sensor is provided upstream of the first one-way clutch in the power transmission path from the crank 14 to the first rotating body 28. The torque sensor includes a strain sensor, a magnetostrictive sensor, a pressure sensor, or the like. The strain sensor includes a strain gauge.

[0066] The torque sensor is provided in the power transmission path from the crank 14 to the first rotating body 28, or in the vicinity of a member included in the power transmission path from the crank 14 to the first rotating body 28. For example, the members included in the power transmission path from the crank 14 to the first rotating body 28 are the crankshaft 20, the crank arm 22, the pedal 24, or a member that transmits the human driving force between the crank 14 and the first rotating body 28. The human power detection unit 60 may have any configuration as long as it can acquire information regarding the human driving force. For example, the human power detection unit 60 may include a sensor that detects the pressure applied to the pedal 24, a sensor that detects the tension of the chain, or the like.

[0067] The inclination detection unit 62 is configured to detect information regarding the inclination of the human-powered vehicle 10. For example, the inclination detection unit 62 includes a gyro sensor or an acceleration sensor. For example, the inclination detection unit 62 may include a GPS receiver. The control unit 72 may calculate the inclination angle of the road surface on which the human-powered vehicle 10 travels according to the GPS information acquired by the GPS receiver and the road surface gradient included in the map information pre-recorded in the storage unit 74.

[0068] The control unit 72 may, for example, determine a decrease in the human driving force according to the output of the human driving force detection unit 60. When the control unit 72 determines a decrease in the human driving force according to the output of the human driving force detection unit 60, the control unit 72, for example, acquires the detection value of the human driving force at a predetermined period, and compares the detection value detected last time with the detection value detected this time. When the detection value detected this time is smaller than the detection value detected last time, the control unit 72 determines that the human driving force has decreased. When the detection value detected this time is smaller than the detection value detected last time for a plurality of consecutive times, the control unit 72 may determine that the human driving force has decreased. For example, the predetermined period is shorter than the period during which the crank 14 rotates 5 degrees.

[0069] For example, the human - powered vehicle 10 may further include a shift operation device 64 configured to operate the transmission 42. For example, the shift operation device 64 is provided on the handlebar 38, for example. The shift operation device 64 is configured to be communicable with the control unit 72 by at least one of a wireless communication device and an electric cable. For example, the shift operation device 64 is configured to be operated by a user's finger. The shift operation device 64 includes at least a first operation part and a second operation part.

[0070] For example, the first operation part and the second operation part include a button switch or a lever switch. The first operation part and the second operation part may have any configuration as long as they are configured to transition between at least two states when operated by the user, and are not limited to button switches or lever switches. For example, the first operation part is configured to increase the gear ratio R of the transmission 42. For example, the second operation part is configured to decrease the gear ratio R of the transmission 42.

[0071] When the first operation unit is operated, a shift instruction for increasing the gear ratio R is generated in the control unit 72, and the shift instruction is transmitted from the first operation unit to the control unit 72. When the second operation unit is operated, a shift instruction for decreasing the gear ratio R is generated in the control unit 72, and the shift instruction is transmitted from the second operation unit to the control unit 72. Each of the first operation unit and the second operation unit includes an operation member and a detection unit that detects the operation of the operation member. The detection unit includes an electric switch or a sensor. The type of the sensor included in the detection unit is not limited, and may be a magnetic sensor or an optical sensor.

[0072] The shift condition is established, for example, according to at least one of the running state and the running environment of the human-powered vehicle 10. For example, the shift condition is configured to be established when the crankshaft 20 is rotating. For example, the running environment of the human-powered vehicle 10 includes the gradient of the running road of the human-powered vehicle 10. The control unit 72 compares a predetermined threshold value with a parameter related to at least one of the running state and the running environment of the human-powered vehicle 10. For example, when the parameter is greater than the predetermined threshold value and / or when the parameter is less than the predetermined threshold value, the control unit 72 determines that the shift condition is established and generates a shift instruction.

[0073] The shift condition may be configured to be established when the rotation of the crankshaft 20 has stopped. When the transmission 42 includes the derailleur 46 and the rotation of the crankshaft 20 has stopped, the control unit 72 drives the motor 40 to operate the connecting member 32 so that the derailleur 46 is configured to be able to execute a shifting operation.

[0074] For example, the control unit 72 controls the motor 40 according to at least one of the vehicle speed of the human-powered vehicle 10, the rotational speed C of the crank 14, and the human driving force. For example, the control unit 72 is configured to control the motor 40 according to the human driving force input to the human-powered vehicle 10. The human driving force may be represented by torque or may be represented by work rate.

[0075] For example, the control unit 72 controls the motor 40 so that the assist level by the motor 40 becomes a predetermined assist level. For example, the assist level includes at least one of the ratio of the assist force by the motor 40 to the manual driving force, the upper limit value of the output of the motor 40, the regulation level of the output change of the motor 40 when the manual driving force decreases, the acceleration rate of the output of the motor 40 when the manual driving force increases, and the output of the motor 40.

[0076] The ratio of the assist force by the motor 40 to the manual driving force may be described as the assist ratio. For example, the control unit 72 may be configured to control the motor 40 so that the assist force by the motor 40 becomes a predetermined ratio with respect to the manual driving force. The manual driving force corresponds to the propulsion force of the manual-driven vehicle 10 generated when the user rotates the crank 14. The assist force corresponds to the propulsion force of the manual-driven vehicle 10 generated by the rotation of the motor 40. The predetermined ratio may not be constant. For example, the predetermined ratio may change according to the manual driving force, may change according to the rotational speed C of the crank 14, or may change according to the vehicle speed of the manual-driven vehicle 10. For example, the predetermined ratio may change according to any two or all of the manual driving force, the rotational speed C of the crank 14, and the vehicle speed of the manual-driven vehicle 10.

[0077] When the manual driving force and the assist force are represented by torque, the manual driving force is described as the manual torque, and the assist force is described as the assist torque. When the manual driving force and the assist force are represented by work rate, the manual driving force is described as the manual work rate, and the assist force is described as the assist work rate. The ratio of the assist force by the motor 40 to the manual driving force may be the torque ratio of the assist torque to the manual torque of the manual-driven vehicle 10, or may be the ratio of the assist work rate by the motor 40 to the manual work rate.

[0078] In the drive unit 44 of the present embodiment, the crank 14 is connected to the first rotating body 28 without passing through a speed reducer or a speed increaser, and the output of the motor 40 is input to the first rotating body 28. In the present embodiment, the manual driving force corresponds to the driving force input to the first rotating body 28 by the user rotating the crank 14. In the present embodiment, the assist force corresponds to the driving force input to the first rotating body 28 by the rotation of the motor 40. When the output of the motor 40 is input to the first rotating body 28 via a speed reducer, the assist force corresponds to the output of the speed reducer.

[0079] The control unit 72 is configured to control the motor 40 so that the assist force is equal to or less than the upper limit value of the output of the motor 40. When the output of the motor 40 is input to the first rotating body 28 and the assist force is represented by torque, the control unit 72 is configured to control the motor 40 so that the assist torque is equal to or less than the upper limit value of the output torque of the motor 40. For example, the upper limit value of the output torque of the motor 40 is a value in the range of 20 Nm or more and 200 Nm or less. When the output of the motor 40 is input to the first rotating body 28 and the assist force is represented by the power factor, the control unit 72 is configured to control the motor 40 so that the assist power factor is equal to or less than the upper limit value of the power factor of the motor 40.

[0080] For example, the control unit 72 is configured to be able to change the regulation level of the output change of the motor 40. As the regulation level of the output change of the motor 40 increases, the change amount of the output of the motor 40 per unit time with respect to the change amount of the control parameter of the motor 40 per unit time decreases. As the regulation level of the output change of the motor 40 decreases, the change amount of the output of the motor 40 per unit time with respect to the change amount of the control parameter of the motor 40 per unit time increases.

[0081] In this embodiment, the control parameter of the motor 40 corresponds to the input driving force. The control parameter of the motor 40 may correspond to the rotational speed C of the crank 14. For example, the regulation level of the output change of the motor 40 corresponds to the regulation level when the input driving force or the rotational speed C of the crank 14 decreases. The regulation level of the output change of the motor 40 is inversely proportional to the response speed of the motor 40. The response speed of the motor 40 is represented by the change amount of the output of the motor 40 per unit time with respect to the change amount of the control parameter of the motor 40 per unit time. When the regulation level of the output change of the motor 40 increases, the response speed of the motor 40 decreases.

[0082] The control unit 72 changes the regulation level of the output change of the motor 40 by, for example, a filter circuit. The filter circuit includes, for example, a low-pass filter having a time constant. The control unit 72 changes the regulation level of the output change of the motor 40 by changing the time constant of the filter. The control unit 72 may change the regulation level of the output change of the motor 40 by changing the gain for calculating the output of the motor 40 from the input driving force. The filter circuit is configured by, for example, executing predetermined software in an arithmetic processing unit.

[0083] For example, the control unit 72 is configured to control the motor 40 according to the paving state of the traveling road. For example, the control unit 72 is configured to determine the paving state of the traveling road based on the image of the traveling road acquired by the imaging device 54. The image of the traveling road may be an image in front of the human-powered vehicle 10, an image below the human-powered vehicle 10, or an image around the human-powered vehicle 10.

[0084] For example, the control unit 72 includes an artificial intelligence processing unit 78. For example, the artificial intelligence processing unit 78 is configured to estimate the paving condition of the driving lane from an image of the driving lane. For example, the artificial intelligence processing unit 78 includes an arithmetic processing device. For example, the storage unit 74 stores software, and the arithmetic processing device executes the software stored in the storage unit 74. The arithmetic processing device includes, for example, a CPU or an MPU. The arithmetic processing device includes a GPU (Graphics Processing Unit) in addition to the CPU or MPU. The arithmetic processing device may include an FPGA (Field-Programmable Gate Array). The artificial intelligence processing unit 78 may include one or more arithmetic processing devices. The artificial intelligence processing unit 78 may include arithmetic processing devices arranged separately at multiple locations.

[0085] For example, the storage unit 74 stores a control program, a learning program, and a learning model. The learning model may be a learned model learned by a predetermined learning algorithm, or may be configured to be updated by a learning algorithm. The learning algorithm includes machine learning, deep learning, or deep reinforcement learning. For example, the learning algorithm includes at least one of supervised learning, unsupervised learning, and reinforcement learning. The learning algorithm may use a method other than the method described in this specification as long as it is configured to update the learning model using a method belonging to the field of artificial intelligence. For example, the learning process for updating the learning model is performed by a GPU. The learning algorithm may use a neural network (NN; Neural Network). The learning algorithm may use a recurrent neural network (RNN; Recurrent Neural Network).

[0086] For example, the human-powered vehicle 10 may be provided with a storage device separately from the storage unit 74. The storage device may be provided outside the human-powered vehicle 10. The storage device includes, for example, a non-volatile memory and a volatile memory. When the human-powered vehicle 10 includes a storage device, software, a control program, a learning program, a learning model, and the like may be stored in the storage device.

[0087] For example, the artificial intelligence processing unit 78 is configured to estimate the paving state of the travel path from at least one of the land information of the travel path and the obstacles. For example, the land information includes at least one of terrain information and ground surface information.

[0088] For example, the terrain information relates to the shape of the terrain. For example, the shape of the terrain includes at least one of a sidewalk, an intersection, a curb, a gutter, a ridge, a valley, a slope traverse, a gentle slope, a steep slope, flat ground, a hill, a bank, a gentle slope, a steep slope, and a wall.

[0089] For example, the ground surface information relates to the state of the ground surface. The state of the ground surface includes at least one of a state in which a stop line, a lane boundary line, a numerical notation of a speed limit on the ground surface, a bicycle lane mark, etc. are described on the travel path, a state in which objects such as tree roots and rocks are exposed on the travel path, a state in which the travel path is covered with floating sand, mud, puddles, fallen leaves, and moss, etc., a state in which the travel path is sandy, and a state related to the soil quality of the travel path. For example, the artificial intelligence processing unit 78 estimates the ground surface information on the travel path based on an image.

[0090] For example, the obstacles include a vehicle in motion, a motorcycle in motion, a bicycle such as a road bike in motion, a vehicle at a stop, a motorcycle at a stop, a bicycle such as a road bike at a stop, a person, an animal accompanying a person, a signal, a guardrail, a signboard, a bridge, a tree growing on the travel path, a branch hanging over the travel path, and a rock on the travel path. For example, the artificial intelligence processing unit 78 estimates the obstacles based on an image.

[0091] As shown in FIG. 3, an example of the learning model of the artificial intelligence processing unit 78 includes an input layer 80, an intermediate layer 82, and an output layer 84. Input information is input to the input layer 80. The learning model is pre-trained to output output information from the output layer 84 when information is input to the input layer 80. The intermediate layer 82 learns the relationship between the information input to the input layer 80 and the output information output by the output layer 84 by using teacher data.

[0092] For example, the learning model may be configured to be updatable by an external device. The external device is, for example, a smartphone or a personal computer. For example, when the learning model is updatable by an external device, the external device can update the number of convolutional layers 86, pooling layers 88, and fully connected layers 90 of the intermediate layer 82. For example, when the learning model is updatable by an external device, the relationship learned by the intermediate layer 82 between the input information input to the input layer 80 and the output information output by the output layer 84 can be updated.

[0093] In the artificial intelligence processing unit 78, the input information is an image of a driving route. In the artificial intelligence processing unit 78, the output information is information regarding the paving state of the driving route. The teacher data used by the intermediate layer 82 includes information regarding an image of the driving route, information regarding at least one of terrain information and obstacles, and information for associating the information regarding at least one of terrain information and obstacles.

[0094] For example, the artificial intelligence processing unit 78 estimates at least one of land information and obstacles based on an image. For example, the artificial intelligence processing unit 78 estimates at least one of terrain information and obstacles by performing image processing on an image. For example, when an image transmitted from the imaging device 54 is input to the artificial intelligence processing unit 78, the artificial intelligence processing unit 78 estimates a driving route based on the feature amount of the image. For example, the artificial intelligence processing unit 78 is configured to estimate at least one of terrain information and obstacles in the estimated driving route. For example, the artificial intelligence processing unit 78 performs edge detection on an image and specifies the detected edge as an object.

[0095] For example, the artificial intelligence processing unit 78 identifies the objects on the driving path based on the image. For example, the object is a characteristic part in the front image. For example, the object includes at least one contour of a characteristic ground surface different from the surrounding ground surface, a tree, a rock, and an artifact. The artificial intelligence processing unit 78 is configured to estimate at least one of the land information and the obstacle based on the identified object. For example, the artificial intelligence processing unit 78 is configured to assign meaning to at least one of the estimated land information and the estimated obstacle. For example, the artificial intelligence processing unit 78 determines the paving state of the driving path according to the assigned land information and at least one of the assigned obstacles.

[0096] For example, the artificial intelligence processing unit 78 identifies the boundary between the area that is the driving path and the area that is not the driving path in the image based on the identified object. The artificial intelligence processing unit 78 is configured to estimate the driving path based on the identified boundary. For example, the artificial intelligence processing unit 78 estimates the driving path by detecting edges from the image. For example, the area that is the driving path in the image includes the ground surface in the image that is suitable for driving. For example, the areas suitable for driving include a flat dirt road surface and a flat paved road. For example, the area that is not the driving path in the image includes the area that is not the ground surface in the image and the area that is the ground surface in the image but not suitable for driving.

[0097] For example, the area that is not the ground surface includes water surface, air, and space. For example, the areas not suitable for driving include green spaces, impassable slopes, cliffs, non-flat dirt road surfaces, and non-flat paved roads. For example, the driving path estimated by the artificial intelligence processing unit 78 has a width in the left-right direction of the human-powered vehicle 10 that is perpendicular to the driving direction of the human-powered vehicle 10. For example, when there is an obstacle that cannot be passed by the human-powered vehicle 10, the artificial intelligence processing unit 78 does not identify that part as the driving path.

[0098] For example, when the artificial intelligence processing unit 78 encloses an area with a boundary, it estimates that there is an obstacle on the travel path. For example, when the artificial intelligence processing unit 78 detects markings such as a stop line, a lane boundary line, a digital speed limit notation on the ground surface, and a bicycle lane mark, it estimates that the travel path is a paved road. For example, when the travel path is covered with dust, mud, puddles, fallen leaves, moss, etc., or when the travel path is sandy, the artificial intelligence processing unit 78 estimates that the travel path is an unpaved road.

[0099] In addition to the paving state of the travel path, the artificial intelligence processing unit 78 may estimate changes in the travel path. For example, the artificial intelligence processing unit 78 estimates that there is a change in the travel path based on the boundary going forward. For example, when the boundary going forward is curved, the artificial intelligence processing unit 78 determines that there is a curve on the travel path. For example, when the boundary going forward is interrupted in the traveling direction of the human-powered vehicle 10 and the boundary extends horizontally forward and the two boundaries overlap, the artificial intelligence processing unit 78 determines that there is a step on the estimated travel path.

[0100] For example, when the boundary is distorted, the artificial intelligence processing unit 78 estimates that there is a road surface gradient on the travel path. For example, the artificial intelligence processing unit 78 estimates that there is a road surface gradient on the travel path based on the position on the front image of the boundary in contact with the part corresponding to the sky. For example, the artificial intelligence processing unit 78 estimates that there is a change in the road surface gradient on the travel path according to the distortion of the boundary. For example, the artificial intelligence processing unit 78 estimates that there is a change in the road surface gradient on the travel path based on the position on the front image of the boundary in contact with the part corresponding to the sky.

[0101] When the gear ratio R is changed, the control unit 72 is configured to control the motor 40 so as to reduce the assist level by the motor 40 according to the paving state of the travel path of the human-powered vehicle 10. For example, the control unit 72 is configured to control the motor 40 so that the assist level by the motor 40 becomes a predetermined assist level according to the paving state of the travel path.

[0102] For example, the control unit 72 is configured to control the motor 40 such that the amount of decrease in the assist level when the gear ratio R is changed on a paved road is different from the amount of decrease in the assist level when the gear ratio R is changed on an unpaved road. For example, the control unit 72 is configured to control the motor 40 such that the amount of decrease in the assist level when the gear ratio R is changed on a paved road is equal to or greater than the amount of decrease in the assist level when the gear ratio R is changed on an unpaved road.

[0103] For example, when the assist level includes an assist ratio, the control unit 72 is configured to control the motor 40 such that the assist level becomes zero when the gear ratio R is changed on a paved road. For example, when the assist level includes an assist ratio, the control unit 72 is configured to control the motor 40 such that the assist level is greater than zero when the gear ratio R is changed on an unpaved road.

[0104] For example, the control unit 72 is configured to control the motor 40 such that the amount of decrease in the assist level when the gear ratio R is changed to decrease on a paved road is different from the amount of decrease in the assist level when the gear ratio R is changed to increase on a paved road. For example, the control unit 72 is configured to control the motor 40 such that the amount of decrease in the assist level when the gear ratio R is changed to decrease on a paved road is greater than the amount of decrease in the assist level when the gear ratio R is changed to increase on a paved road. The control unit 72 may be configured to control the motor 40 such that the amount of decrease in the assist level when the gear ratio R is changed to decrease on a paved road is smaller than the amount of decrease in the assist level when the gear ratio R is changed to increase on a paved road.

[0105] For example, when the assist level includes an assist ratio, the control unit 72 controls the motor 40 such that the assist level becomes zero when the gear ratio R is changed to decrease on a paved road. For example, when the assist level includes an assist ratio, the control unit 72 is configured to control the motor 40 such that the assist level becomes greater than zero when the gear ratio R is changed to increase on a paved road.

[0106] For example, the control unit 72 is configured to control the motor 40 such that the amount of decrease in the assist level when the gear ratio R is changed to increase on an unpaved road is different from the amount of decrease in the assist level when the gear ratio R is changed to decrease on an unpaved road. For example, the control unit 72 is configured to control the motor 40 such that the amount of decrease in the assist level when the gear ratio R is changed to increase on an unpaved road is greater than the amount of decrease in the assist level when the gear ratio R is changed to decrease on an unpaved road. The control unit 72 is such that the amount of decrease in the assist level when the gear ratio R is changed to increase on an unpaved road is Small configured to control the motor 40 to be less than the amount of decrease in the assist level when the gear ratio R is changed to decrease on an unpaved road.

[0107] For example, when the assist level includes an assist ratio, the control unit 72 controls the motor 40 such that the assist level becomes zero when the gear ratio R is changed to decrease on an unpaved road. For example, when the assist level includes an assist ratio, the control unit 72 is configured to control the motor 40 such that the assist level becomes greater than zero when the gear ratio R is changed to increase on an unpaved road.

[0108] For example, when the gear ratio R is equal to or greater than a predetermined gear ratio and the gear ratio R is changed, the control unit 72 is configured to control the motor 40 so that the amount of decrease in the assist level is greater than when the gear ratio R is less than the predetermined gear ratio and the gear ratio R is changed. For example, when the traveling road is a paved road, when the gear ratio R is equal to or greater than a predetermined gear ratio and the gear ratio R is changed, the control unit 72 is configured to control the motor 40 so that the amount of decrease in the assist level is greater than when the traveling road is a paved road, the gear ratio R is less than the predetermined gear ratio, and the gear ratio R is changed. For example, when the traveling road is an unpaved road, when the gear ratio R is equal to or greater than a predetermined gear ratio and the gear ratio R is changed, the control unit 72 is configured to control the motor 40 so that the amount of decrease in the assist level is greater than when the traveling road is an unpaved road, the gear ratio R is less than the predetermined gear ratio, and the gear ratio R is changed.

[0109] For example, when the gear ratio R is changed, the control unit 72 starts to decrease the assist level when the angle of the crank 14 falls within a predetermined range. The predetermined range includes, for example, an angle at which the position of the crank arm 22 is 90 degrees away from the position corresponding to the top dead center or the bottom dead center at the angle of the crank 14. The predetermined range includes, for example, a range of 10 degrees to 45 degrees centered on an angle at which the position of the crank arm 22 is 90 degrees away from the position corresponding to the top dead center or the bottom dead center at the angle of the crank 14. As the predetermined range, for example, a range in which the rider hardly feels the decrease in the assist level is set. As the predetermined range, for example, when the rider is pedaling the pedal 24 on a flat road, a range in which the human driving force detected by the human driving force detection unit 60 is greater than a predetermined value is set.

[0110] For example, the control unit 72 is configured to start reducing the assist level according to the state of the shifting operation of the transmission 42. For example, when the control unit 72 reduces the assist level by the motor 40, it starts the process of reducing the assist level by the motor 40 according to the state of the shifting operation of the transmission 42. For example, when the transmission 42 is a transmission 42 provided with an electric actuator 52, the control unit 72 starts reducing the assist level after a shift instruction is generated and before the shifting operation of the transmission 42 is started. For example, the control unit 72 is configured to control the transmission 42 to start the shifting operation of the transmission 42 after reducing the assist level.

[0111] The control unit 72 is configured to control the transmission 42 so that the shifting operation of the transmission 42 is executed, for example, when the position of the crank arm 22 corresponds to the top dead center or the bottom dead center.

[0112] For example, when the control unit 72 changes the gear ratio R, it is configured to control the motor 40 to gradually reduce the assist level. When the control unit 72 reduces the assist level, it may reduce the assist level step by step every time a predetermined time elapses. When the control unit 72 reduces the assist level, it may continuously reduce the assist level.

[0113] For example, when the control unit 72 changes the gear ratio R, after reducing the assist level, it is configured to control the motor 40 to increase the assist level when a predetermined period has elapsed. For example, the predetermined period in the case of a paved road is longer than the predetermined period in the case of an unpaved road. For example, when a predetermined period has elapsed after the control unit 72 reduces the assist level, it increases the assist level.

[0114] For example, the predetermined period includes the period until the rotation amount of the wheels 16 of the human-powered vehicle 10 reaches a predetermined rotation amount. The predetermined rotation amount is 30 degrees or more and less than 460 degrees. For example, the predetermined rotation amount in the case of a paved road is larger than the predetermined rotation amount in the case of an unpaved road. For example, the predetermined rotation amount in the case of a paved road and the predetermined rotation amount in the case of an unpaved road are each set according to the period from when the shifting operation of the transmission 42 starts until it is completed. For example, when a predetermined period has elapsed after the assist level is decreased, the control unit 72 changes the assist level so as to return to the assist level before the assist level was decreased. The assist level before the assist level is decreased is, for example, the assist level immediately before the assist level is decreased. The predetermined period in the case of a paved road may be the same as the predetermined period in the case of an unpaved road. The predetermined rotation amount in the case of a paved road may be the same as the predetermined rotation amount in the case of an unpaved road.

[0115] When the change of the gear ratio R is completed, the control unit 72 may increase the assist level. In this case, for example, the transmission 42 has a shift state detection unit that detects information regarding the current shift stage. The shift state detection unit includes, for example, a sensor that outputs a signal according to the operation of the electric actuator 52. The control unit 72 may determine whether or not the change of the gear ratio R is completed according to the rotational speed C of the crank 14 and the rotational speed W of the wheels 16. When the human driving force is equal to or greater than a predetermined threshold value, the control unit 72 calculates the gear ratio R from the rotational speed C of the crank 14 and the rotational speed W of the wheels 16.

[0116] With reference to FIGS. 4 and 5, the process by which the control unit 72 controls the motor 40 and the transmission 42 according to the paving state of the traveling road will be described. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and shifts to step S11 of the flowchart shown in FIG. 4. When the flowcharts of FIGS. 4 and 5 are completed, the control unit 72 repeats the process from step S11 of FIG. 4 at a predetermined cycle, for example, until the power supply is stopped.

[0117] In step S11, the control unit 72 determines whether the human - powered vehicle 10 is in a traveling state. Whether the human - powered vehicle 10 is in a traveling state is determined by the control unit 72 according to, for example, the vehicle speed of the human - powered vehicle 10, the acceleration of the human - powered vehicle 10, the pitch angle of the human - powered vehicle 10, the human - driving force, the angle of the crank 14, the rotational speed C of the crank 14, and the assist torque of the motor 40. For example, when the vehicle speed of the human - powered vehicle 10 is equal to or higher than a predetermined vehicle speed, the control unit 72 determines that the human - powered vehicle 10 is in a traveling state. If the control unit 72 determines that the human - powered vehicle 10 is not in a traveling state, it ends the process. If the control unit 72 determines that the human - powered vehicle 10 is in a traveling state, it proceeds to step S12.

[0118] In step S12, the control unit 72 determines whether the traveling road of the human - powered vehicle 10 is a paved road. If the traveling road of the human - powered vehicle 10 is a paved road, the control unit 72 proceeds to step S13. If the traveling road of the human - powered vehicle 10 is not a paved road, the control unit 72 proceeds to step S26. For example, when the traveling road of the human - powered vehicle 10 is not a paved road, it means that the traveling road of the human - powered vehicle 10 is an unpaved road. The control unit 72 determines whether the traveling road of the human - powered vehicle 10 is a paved road based on, for example, the estimated result of the paving state of the traveling road by the artificial - intelligence processing unit 78.

[0119] In step S13, the control unit 72 determines whether a shift instruction has occurred. If the control unit 72 determines that a shift instruction has occurred, it proceeds to step S14. If the control unit 72 determines that no shift instruction has occurred, it ends the process.

[0120] In step S14, the control unit 72 determines whether the gear ratio R increases. For example, when a shift instruction to increase the gear ratio R occurs, if the current gear ratio R is smaller than the maximum gear ratio R of the transmission 42, the control unit 72 may determine that the gear ratio R increases. For example, when a shift instruction to increase the gear ratio R occurs, if the current gear ratio R is equal to the maximum gear ratio R of the transmission 42, the control unit 72 may determine that the gear ratio R does not increase. If the control unit 72 determines that the gear ratio R increases, it proceeds to step S15.

[0121] In step S15, the control unit 72 reduces the assist level and proceeds to step S17. For example, in step S15, when the angle of the crank 14 falls within a predetermined range, the control unit 72 starts to reduce the assist level. For example, in step S15, the control unit 72 does not change the assist level until the angle of the crank 14 falls within the predetermined range.

[0122] In step S17, the control unit 72 controls the transmission 42 and proceeds to step S18. For example, in step S17, the control unit 72 controls the transmission 42 so that the gear ratio R corresponding to the shift instruction determined to have occurred in step S13 is achieved. For example, in step S17, the control unit 72 controls the transmission 42 to start the shifting operation of the transmission 42. For example, in step S17, the control unit 72 drives the electric actuator 52 of the transmission 42 to start the shifting operation of the transmission 42.

[0123] In step S18, the control unit 72 determines whether or not a predetermined period has elapsed. If the predetermined period has elapsed, the control unit 72 proceeds to step S20. If the predetermined period has not elapsed, the control unit 72 proceeds to step S19. In step S19, the control unit 72 determines whether or not the shifting is completed. If the shifting is not completed, the control unit 72 proceeds to step S18. If the shifting is completed, the control unit 72 proceeds to step S20. In step S20, the control unit 72 increases the assist level and ends the process.

[0124] In step S14, if the gear ratio R does not increase, the control unit 72 proceeds to step S16. In step S16, the control unit 72 determines whether the gear ratio R decreases. For example, when a gearshift instruction to decrease the gear ratio R is generated, if the current gear ratio R is greater than the minimum gear ratio R of the transmission 42, the control unit 72 may determine that the gear ratio R decreases. For example, when a gearshift instruction to decrease the gear ratio R is generated, if the current gear ratio R is equal to the minimum gear ratio R of the transmission 42, the control unit 72 may determine that the gear ratio R does not decrease. If the gear ratio R does not decrease, the control unit 72 ends the process. If the gear ratio R decreases, the control unit 72 proceeds to step S21.

[0125] In step S21, the control unit 72 decreases the assist level and proceeds to step S22. The amount of decrease in the assist level in step S21 is greater than the amount of decrease in the assist level in step S15. For example, in step S21, when the angle of the crank 14 falls within a predetermined range, the control unit 72 starts to decrease the assist level. For example, in step S21, the control unit 72 does not change the assist level until the angle of the crank 14 falls within a predetermined range.

[0126] In step S22, the control unit 72 controls the transmission 42 and proceeds to step S23. For example, in step S22, the control unit 72 controls the transmission 42 so that the gear ratio R corresponds to the gearshift instruction determined in step S13. For example, in step S22, the control unit 72 controls the transmission 42 to start the gearshift operation. For example, in step S22, the control unit 72 drives the electric actuator 52 of the transmission 42 to start the gearshift operation of the transmission 42.

[0127] In step S23, the control unit 72 determines whether a predetermined period has elapsed. If the predetermined period has elapsed, the control unit 72 proceeds to step S25. If the predetermined period has not elapsed, the control unit 72 proceeds to step S24. In step S24, the control unit 72 determines whether the gear shift is completed. If the gear shift is not completed, the control unit 72 returns to step S23. If the gear shift is completed, the control unit 72 proceeds to step S25. In step S25, the control unit 72 increases the assist level and ends the process.

[0128] In step S26, the control unit 72 determines whether a gear shift instruction has occurred. For example, in the same manner as in step S13, the control unit 72 determines whether a gear shift instruction has occurred. If no gear shift instruction has occurred, the control unit 72 ends the process. If a gear shift instruction has occurred, the control unit 72 proceeds to step S27.

[0129] In step S27, the control unit 72 determines whether the gear ratio R decreases. In step S27, in the same manner as in step S16, the control unit 72 determines whether the gear ratio R decreases. If the gear ratio R decreases, the control unit 72 proceeds to step S28.

[0130] In step S28, the control unit 72 decreases the assist level and proceeds to step S30. For example, the amount of decrease in the assist level in steps S15 and S21 is greater than or equal to the amount of decrease in the assist level in step S28. For example, the amount of decrease in the assist level in steps S15 and S21 may be smaller than the amount of decrease in the assist level in step S28. For example, in step S28, when the angle of the crank 14 enters a predetermined range, the control unit 72 starts to decrease the assist level. For example, in step S28, the control unit 72 does not change the assist level until the angle of the crank 14 enters a predetermined range.

[0131] The control unit 72 controls the transmission 42 in step S30 and proceeds to step S31. For example, the control unit 72 controls the transmission 42 so that the gear ratio R corresponds to the shift instruction determined to have occurred in step S26. For example, the control unit 72 controls the transmission 42 in step S30 in the same manner as in step S22.

[0132] In step S31, the control unit 72 determines whether or not a predetermined period has elapsed. If the predetermined period has elapsed, the control unit 72 proceeds to step S33. If the predetermined period has not elapsed, the control unit 72 proceeds to step S32. In step S32, the control unit 72 determines whether or not the shifting is completed. If the shifting is not completed, the control unit 72 proceeds to step S31. If the shifting is completed, the control unit 72 proceeds to step S33. In step S33, the control unit 72 increases the assist level and ends the process.

[0133] In step S27, if the gear ratio R does not decrease, the control unit 72 proceeds to step S29. In step S29, the control unit 72 determines whether or not the gear ratio R increases. In step S29, the control unit 72 determines whether or not the gear ratio R increases in the same manner as in step S14. If the gear ratio R does not increase, the control unit 72 ends the process. If the gear ratio R increases, the control unit 72 proceeds to step S34.

[0134] In step S34, the control unit 72 reduces the assist level and proceeds to step S35. The amount of reduction of the assist level in step S34 is larger than the amount of reduction of the assist level in step S28. For example, the amounts of reduction of the assist level in steps S15 and S21 are equal to or larger than the amounts of reduction of the assist level in steps S28 and S34. For example, the amounts of reduction of the assist level in steps S15 and S21 may be smaller than the amounts of reduction of the assist level in steps S28 and S34. For example, in step S34, when the angle of the crank 14 falls within a predetermined range, the control unit 72 starts to reduce the assist level. For example, in step S34, the control unit 72 does not change the assist level until the angle of the crank 14 falls within a predetermined range.

[0135] In step S35, the control unit 72 controls the transmission 42 and proceeds to step S36. For example, the control unit 72 controls the transmission 42 so that the gear ratio R corresponds to the shift instruction determined to have occurred in step S26. For example, in step S35, the control unit 72 controls the transmission 42 in the same manner as in steps S17, S22, and S30.

[0136] In step S36, the control unit 72 determines whether or not a predetermined period has elapsed. If the predetermined period has elapsed, the control unit 72 proceeds to step S38. If the predetermined period has not elapsed, the control unit 72 proceeds to step S37. In step S37, the control unit 72 determines whether or not the shifting is completed. If the shifting is not completed, the control unit 72 proceeds to step S36. If the shifting is completed, the control unit 72 proceeds to step S38. In step S38, the control unit 72 increases the assist level and ends the process.

[0137] <Second Embodiment> Referring to FIGS. 6 and 7, the control device 70 of the second embodiment will be described. The control device 70 of the second embodiment is the same as the control device 70 of the first embodiment except that it executes the processes of FIGS. 6 and 7 instead of the processes of FIGS. 4 and 5. In the second embodiment, components common to the first embodiment are denoted by the same reference numerals as those in the first embodiment, and redundant descriptions are omitted.

[0138] The control unit 72 of the present embodiment is configured to control the motor 40 so as to reduce the assist level when changing the gear ratio R. In the present embodiment, when the traveling road is a paved road, the amount of decrease in the assist level when the gear ratio R is changed to increase may be equal to the amount of decrease in the assist level when the gear ratio R is changed to decrease. In the present embodiment, when the traveling road is an unpaved road, the amount of decrease in the assist level when the gear ratio R is changed to increase may be equal to the amount of decrease in the assist level when the gear ratio R is changed to decrease.

[0139] Referring to FIGS. 6 and 7, the process in which the control unit 72 controls the motor 40 and the transmission 42 according to the paving state of the traveling road will be described. The processes of FIGS. 6 and 7 are the same as the processes of FIGS. 4 and 5 except that the processes from step S14, step S16, steps S21 to S25, step S27, step S29, and steps S34 to S step 38 are omitted.

[0140] When a shift instruction occurs in step S13, the control unit 72 proceeds to step S15. In step S15, the control unit 72 reduces the assist level and proceeds to step S17.

[0141] When a shift instruction occurs in step S26, the control unit 72 proceeds to step S28. In step S28, the control unit 72 reduces the assist level and proceeds to step S30. In the present embodiment, the amount of decrease in the assist level in step S15 is equal to or greater than the amount of decrease in the assist level in step S28. For example, the amount of decrease in the assist level in step S15 may be greater than the amount of decrease in the assist level in step S28.

[0142] <Third Embodiment> Referring to FIGS. 4, 5, and 8, the control device 70 of the third embodiment will be described. The control device 70 of the third embodiment is the same as the control device of the first embodiment except that it executes the process of step S41 in FIG. 8 instead of the process of step S12 in FIG. 4 and executes the process of step S42 in FIG. 8 in addition to the process of FIG. 5. 70 The same applies to the third embodiment. Regarding the configurations common to the first embodiment in the third embodiment, the same reference numerals as those in the first embodiment are given, and redundant explanations are omitted.

[0143] The control unit 72 of the third embodiment is configured to control the motor 40 according to a control state corresponding to the paved state of the traveling road. The control state includes a first control state and a second control state. The control unit 72 of the third embodiment is configured to control the motor 40 in the first control state for controlling travel on a paved road and in the second control state for controlling travel on an unpaved road. When the gear ratio R is changed, the control unit 72 is configured to control the motor 40 so as to reduce the assist level by the motor 40. The amount of decrease in the assist level when the gear ratio R is changed in the first control state is different from the amount of decrease in the assist level when the gear ratio R is changed in the second control state. For example, the control unit 72 is configured to control the motor 40 so that the assist level by the motor 40 becomes a predetermined assist level according to the control state regarding the paved state of the traveling road.

[0144] For example, the control unit 72 is configured to switch between a first control state and a second control state based on an image of the traveling path of the powered vehicle 10 acquired by the imaging device 54. For example, the control unit 72 is configured to switch between the first control state and the second control state according to the estimation result of the paving state of the traveling path by the artificial intelligence processing unit 78. For example, when the estimation result of the paving state of the traveling path by the artificial intelligence processing unit 78 corresponds to a paved road, the control unit 72 control is configured to operate the motor 40 in the first control state. For example, when the estimation result of the paving state of the traveling path by the artificial intelligence processing unit 78 corresponds to an unpaved road, the control unit 72 control is configured to operate the motor 40 in the second control state.

[0145] For example, the control unit 72 may switch from the first control state to the second control state and from the second control state to the first control state according to the operation of an operation unit that performs the switching from the first control state to the second control state and the switching from the second control state to the first control state. For example, when the rider visually confirms that the paved road changes to an unpaved road ahead on the traveling path, the rider switches from the first control state to the second control state. For example, when the rider visually confirms that the unpaved road changes to a paved road ahead on the traveling path, the 2 first 1 control state to the

[0146] second control state. For example, the control unit 72 is configured to control the motor 40 such that the decrease amount of the assist level when the gear ratio R is changed in the first control state is equal to or greater than the decrease amount of the assist level when the gear ratio R is changed in the second control state. For example, the control unit 72 may be configured to control the motor 40 such that the decrease amount of the assist level when the gear ratio R is changed in the first control state is greater than the decrease amount of the assist level when the gear ratio R is changed in the second control state.

[0147] For example, when the assist level includes an assist ratio, the control unit 72 is configured to control the motor 40 such that the assist level becomes zero when the gear ratio R is changed to decrease in the first control state, and to control the motor 40 such that the assist level becomes greater than zero when the gear ratio R is changed to increase in the second control state.

[0148] For example, the control unit 72 is configured to control the motor 40 such that the amount of decrease in the assist level when the gear ratio R is changed to decrease in the first control state is different from the amount of decrease in the assist level when the gear ratio R is changed to increase in the first control state. For example, the control unit 72 is configured to control the motor 40 such that the amount of decrease in the assist level when the gear ratio R is changed to decrease in the first control state is greater than the amount of decrease in the assist level when the gear ratio R is changed to increase in the first control state.

[0149] For example, when the assist level includes an assist ratio, the control unit 72 is configured to control the motor 40 such that the assist level becomes zero when the gear ratio R is changed to decrease in the first control state, and to control the motor 40 such that the assist level becomes greater than zero when the gear ratio R is changed to increase in the first control state.

[0150] For example, the control unit 72 is configured to control the motor 40 such that the amount of decrease in the assist level when the gear ratio R is changed to increase in the second control state is different from the amount of decrease in the assist level when the gear ratio R is decreased in the second control state. For example, the control unit 72 is configured to control the motor 40 such that the amount of decrease in the assist level when the gear ratio R is changed to increase in the second control state is greater than the amount of decrease in the assist level when the gear ratio R is decreased in the second control state.

[0151] For example, when the assist level includes an assist ratio, the control unit 72 controls the motor 40 such that the assist level becomes zero when the gear ratio R is changed to decrease in the second control state, and controls the motor 40 such that the assist level becomes greater than zero when the gear ratio R is changed to increase in the second control state.

[0152] For example, the control unit 72 is configured to control the motor 40 so as to increase the amount of decrease in the assist level when the gear ratio R is greater than or equal to a predetermined gear ratio and the gear ratio R is changed, compared to when the gear ratio R is less than the predetermined gear ratio and the gear ratio R is changed. For example, in the case of the first control state, the control unit 72 is configured to control the motor 40 so as to increase the amount of decrease in the assist level when the gear ratio R is greater than or equal to a predetermined gear ratio and the gear ratio R is changed, compared to when the gear ratio R is less than the predetermined gear ratio and the gear ratio R is changed in the first control state. For example, in the case of the second control state, the control unit 72 is configured to control the motor 40 so as to increase the amount of decrease in the assist level when the gear ratio R is greater than or equal to a predetermined gear ratio and the gear ratio R is changed, compared to when the gear ratio R is less than the predetermined gear ratio and the gear ratio R is changed in the second control state.

[0153] For example, when the gear ratio R is changed, the control unit 72 is configured to control the motor 40 to increase the assist level after a predetermined period has elapsed after decreasing the assist level. The predetermined period in the case where the control state is the first control state is longer than the predetermined period in the case where the control state is the second control state. For example, when a predetermined period has elapsed after decreasing the assist level, the control unit 72 increases the assist level. For example, the control unit 72 may increase the assist level when the shifting is completed.

[0154] For example, the predetermined period includes the period until the rotation amount of the wheel 16 of the human-powered vehicle 10 reaches a predetermined rotation amount. The predetermined rotation amount is 30 degrees or more and less than 460 degrees. For example, the predetermined rotation amount in the case of the first control state is larger than the predetermined rotation amount in the case of the second control state. For example, the predetermined rotation amount in the case of the first control state and the predetermined rotation amount in the case of the second control state are set according to the period from the start to the completion of the shifting operation of the transmission 42. The predetermined period in the case of the first control state may be the same as the predetermined period in the case of the second control state. The predetermined rotation amount in the case of the first control state may be the same as the predetermined rotation amount in the case of the second control state.

[0155] For example, when a predetermined period has elapsed after the assist level is decreased, the control unit 72 changes the assist level so as to return to the assist level before the assist level was decreased. The assist level before the assist level is decreased is, for example, the assist level immediately before the assist level is decreased.

[0156] With reference to FIGS. 4, 5, and 8, the process by which the control unit 72 controls the motor 40 and the transmission 42 according to the control state will be described. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and shifts to step S11 of the flowchart shown in FIG. 4. When the flowcharts of FIGS. 4, 5, and 8 are completed, the control unit 72 repeats the process from step S11 of FIG. 4 at a predetermined cycle, for example, until the power supply is stopped.

[0157] When the control unit 72 determines that it is in a traveling state in step S11 of FIG. 4, it proceeds to step S41 of FIG. 8. In step S41, the control unit 72 determines whether it is in the first control state. If the control unit 72 determines in step S41 that it is in the first control state, it proceeds to step S13 of FIG. 4. If the control unit 72 does not determine in step S41 that it is in the first control state, it proceeds to step S42 of FIG. 8. In step S42, the control unit 72 determines whether it is in the second control state. If the control unit 72 determines in step S42 that it is in the second control state, it proceeds to step S26 of FIG. 5. If the control unit 72 does not determine in step S42 that it is in the second control state, the process ends.

[0158] <Fourth Embodiment> With reference to FIGS. 9 and 10, the control device 70 of the fourth embodiment will be described. The control device 70 of the fourth embodiment is the same as the control device of the first embodiment except that it executes the processes of FIGS. 9 and 10 instead of the processes of FIGS. 4 and 5. 70 In the fourth embodiment, components common to the first embodiment are denoted by the same reference numerals as those in the first embodiment, and redundant descriptions are omitted.

[0159] The control unit 72 of the fourth embodiment is configured to control the motor 40 so as to reduce the assist level while at least a plurality of sprockets 48 rotate by a predetermined angle when the gear ratio R of the transmission 42 is changed. In this case, the human-powered vehicle 10 may further include a rotation phase detection unit 66 that detects the rotation phases of the plurality of sprockets 48, which is indicated by a dashed line in FIG. 2. The rotation phase detection unit 66 includes, for example, a magnetic reed that constitutes a reed switch, or a magnetic sensor such as a Hall element. The magnetic sensor is configured to detect magnets attached to one of the plurality of sprockets 48 and the frame 18, and to the other of the plurality of sprockets 48 and the frame 18. The plurality of sprockets 48 may be the first rotating body 28 or the second rotating body 30.

[0160] Information regarding the predetermined angle is stored in the storage unit 74. At least one of the plurality of sprockets 48 has a speed change acceleration region. The predetermined angle is set according to the speed change acceleration region. For example, when two speed change acceleration regions are provided for at least one sprocket, the predetermined angle is an angle of 180 degrees or more and 360 degrees or less. The predetermined angle may be individually set for each of the sprockets included in the plurality of sprockets 48.

[0161] With reference to FIGS. 9 and 10, the process in which the control unit 72 controls the motor 40 and the transmission 42 will be described. The control unit 72 executes step S51 in FIG. 9 instead of the processes in steps S18 and S19 in FIG. 4. The control unit 72 executes step S51 in FIG. 9 instead of the processes in steps S23 and S24 in FIG. 4. The control unit 72 executes step S53 in FIG. 10 instead of the processes in steps S31 and S32 in FIG. 5. The control unit 72 executes step S54 in FIG. 10 instead of the processes in steps S36 and S37 in FIG. 5. The processes in FIGS. 9 and 10 are the same as the processes in FIGS. 4 and 5 except for the above processes.

[0162] When the control unit 72 executes the process in step S17, it proceeds to step S51. In step S51, the control unit 72 determines whether or not at least the plurality of sprockets 48 have rotated by a predetermined angle. When at least the plurality of sprockets 48 have rotated by a predetermined angle, the control unit 72 proceeds to step S20. When at least the plurality of sprockets 48 have not rotated by a predetermined angle, the control unit 72 executes the process in step S51.

[0163] When the control unit 72 executes the process in step S22, it proceeds to step S52. In step S52, the control unit 72 determines whether or not at least the plurality of sprockets 48 have rotated over a predetermined angle. When at least the plurality of sprockets 48 have rotated by a predetermined angle, the control unit 72 proceeds to step S25. When at least the plurality of sprockets 48 have not rotated by a predetermined angle, the control unit 72 executes the process in step S52.

[0164] When the control unit 72 executes the process of step S30, it proceeds to step S53. In step S53, the control unit 72 determines whether at least a plurality of sprockets 48 have rotated by a predetermined angle. When at least a plurality of sprockets 48 have rotated by a predetermined angle, the control unit 72 proceeds to step S33. When at least a plurality of sprockets 48 have not rotated by a predetermined angle, the control unit 72 executes the process of step S53.

[0165] When the control unit 72 executes the process of step S35, it proceeds to step S54. In step S54, the control unit 72 determines whether at least a plurality of sprockets 48 have rotated over a predetermined angle. When at least a plurality of sprockets 48 have rotated by a predetermined angle, the control unit 72 proceeds to step S38. When at least a plurality of sprockets 48 have not rotated by a predetermined angle, the control unit 72 executes the process of step S54.

[0166] <Modification Example> The description of each embodiment is an exemplification of the forms that the control device for a human - powered vehicle according to the present disclosure can take, and is not intended to limit the forms. The control device for a human - powered vehicle according to the present disclosure can take, for example, modification examples of each of the following embodiments, and forms in which at least two non - conflicting modification examples are combined. In the following modification examples, for parts common to each embodiment, the same reference numerals as those in each embodiment are given and the description thereof is omitted.

[0167] · In the third embodiment, the processes of step S14, step S16, steps S21 to S25, step S27, step S29, and steps S34 to S38 may be omitted as in the second embodiment. In this case, in the first control state, when the gear ratio R is changed to increase, the amount of decrease in the assist level may be equal to the amount of decrease in the assist level when the gear ratio R is changed to decrease. In this case, in the second control state, when the gear ratio R is changed to increase, the amount of decrease in the assist level may be equal to the amount of decrease in the assist level when the gear ratio R is changed to decrease.

[0168] · The electric actuator 52 may be omitted. When the electric actuator 52 is omitted, the shift operation device 64 and the derailleur 46 are connected by a wire or the like to perform mechanical shifting. When the electric actuator 52 is omitted, the human-powered vehicle 10 further includes an operation detection unit. The operation detection unit detects the operation of at least any one of the shift operation device 64, the wire, and the transmission 42. Preferably, the operation detection unit can further detect the gear stage of the transmission 42. For example, when the electric actuator 52 is omitted, the control unit 72 starts the control of the motor 40 according to the output of the operation detection unit.

[0169] · In the first, second, and fourth embodiments, when a shift instruction occurs while traveling on an unpaved road, if the control unit 72 determines that the road ahead switches from an unpaved road to a paved road and the period until the start of the shift operation is less than the first period, the control unit 72 may perform the control of the motor 40 and the transmission 42 in the case of a paved road instead of the control of the motor 40 and the transmission 42 in the case of an unpaved road.

[0170] · In the first, second, and fourth embodiments, when a shift instruction occurs while traveling on a paved road, if the control unit 72 determines that the road ahead switches from a paved road to an unpaved road, and if the period until the start of the shifting operation is less than the second period, the control unit 72 may control the motor 40 and the transmission 42 for an unpaved road instead of controlling them for a paved road.

[0171] · In the third embodiment, when a shift instruction occurs in the second control state, if the control unit 72 determines that the road ahead switches from a paved road to an unpaved road, and if the period until the start of the shifting operation is less than the third period, the control unit 72 may switch from the second control state to the first control state and control the motor 40 and the transmission 42 in the first control state. Shop · In the third embodiment, when a shift instruction occurs in the first control state, if the control unit 72 determines that the road ahead switches from an unpaved road to a paved road, and if the period until the start of the shifting operation is less than the fourth period, the control unit 72 may switch from the first control state to the second control state and control the motor 40 and the transmission 42 in the second control state.

[0172] · In the first, second, and fourth embodiments, the control unit 72 may be configured to control the motor 40 such that the assist level when the gear ratio R is changed on a paved road is less than or equal to the assist level when the gear ratio R is changed on an unpaved road. Not yet · In the first, second, and fourth embodiments, the control unit 72 may be configured to control components for a human-powered vehicle according to the paved state of the traveling road. The components for a human-powered vehicle include, for example, at least one of a suspension device and an adjustable seat post.

[0173] · In the first, second, and fourth embodiments, the control unit 72 may be configured to control components for a human-powered vehicle according to the paved state of the traveling road. The components for a human-powered vehicle include, for example, at least one of a suspension device and an adjustable seat post.

[0174] · In the first, second, and fourth embodiments, the control unit 72 may be configured to control components for a human-powered vehicle according to the paved state of the traveling road. The components for a human-powered vehicle include, for example, at least one of a suspension device and an adjustable seat post.

[0175] · In the third embodiment, the control unit 72 may control the components for the human - powered vehicle differently in the first control state and in the second control state. The components for the human - powered vehicle include, for example, at least one of a suspension device and an adjustable seat post.

[0176] As used herein, the expression "at least one" means "one or more" of the desired options. As an example, when the number of options is two, the expression "at least one" as used herein means "only one option" or "both of the two options". As another example, when the number of options is three or more, the expression "at least one" as used herein means "only one option" or "any combination of two or more options".

Explanation of Reference Numerals

[0177] 10... Human - powered vehicle, 14... Crank, 40... Motor, 42... Transmission, 46... Derailleur, 48... Multiple sprockets, 52... Electric actuator, 70... Control device, 72... Control unit.

Claims

1. A control device for a human - powered vehicle, wherein the human - powered vehicle includes a motor that applies a driving force to the human - powered vehicle, and a transmission that changes a gear ratio which is a ratio of the rotational speed of the wheels of the human - powered vehicle to the rotational speed of the crank of the human - powered vehicle, and is provided with a control unit configured to control the motor, wherein the control unit is configured to control the motor so as to reduce the assist level by the motor according to the paved state of the traveling road of the human - powered vehicle when the gear ratio is changed, is configured to control the motor so as to reduce the assist level when the gear ratio is changed on a paved road, is configured to control the motor so as to reduce the assist level when the gear ratio is changed on an unpaved road. A control device.

2. The control unit is configured to control the motor such that the amount of decrease in the assist level when the gear ratio is changed on a paved road is different from the amount of decrease in the assist level when the gear ratio is changed on an unpaved road. The control device according to claim 1.

3. The control unit is configured to control the motor such that the amount of decrease in the assist level when the gear ratio is changed on a paved road is equal to or greater than the amount of decrease in the assist level when the gear ratio is changed on an unpaved road. The control device according to claim 1.

4. The control unit is configured to control the motor such that the amount of decrease in the assist level when the gear ratio is changed to decrease on a paved road is different from the amount of decrease in the assist level when the gear ratio is changed to increase on a paved road. The control device according to claim 2 or 3.

5. The control unit is configured to control the motor such that the amount of decrease in the assist level when the gear ratio is changed to decrease on a paved road is greater than the amount of decrease in the assist level when the gear ratio is changed to increase on a paved road. The control device according to claim 4.

6. The control unit is configured to control the motor such that a decrease amount of the assist level when the gear ratio is changed to increase on the unpaved road is different from a decrease amount of the assist level when the gear ratio is changed to decrease on the unpaved road, the control device according to any one of claims 2 to 5.

7. The control unit is configured to control the motor such that a decrease amount of the assist level when the gear ratio is changed to increase on the unpaved road is larger than a decrease amount of the assist level when the gear ratio is changed to decrease on the unpaved road, the control device according to claim 6.

8. When the gear ratio is changed, the control unit is configured to control the motor to increase the assist level after a predetermined period has elapsed after decreasing the assist level. The predetermined period in the case of the paved road is longer than the predetermined period in the case of the unpaved road, the control device according to any one of claims 2 to 7.

9. The human - powered vehicle further includes an imaging device. The control unit is configured to determine a paving state of the traveling road based on an image of the traveling road acquired by the imaging device, the control device according to any one of claims 1 to 8.

10. A control device for a human - powered vehicle, wherein the human - powered vehicle includes a motor that applies a driving force to the human - powered vehicle and a transmission that changes a gear ratio that is a ratio of a rotational speed of a wheel of the human - powered vehicle to a rotational speed of a crank of the human - powered vehicle. The control device includes a control unit that controls the motor. The control unit is configured to control the motor in a first control state for performing control for traveling on a paved road and a second control state for performing control for traveling on an unpaved road. When the gear ratio is changed in the first control state, the control unit is configured to control the motor to decrease an assist level by the motor. When the gear ratio is changed in the second control state, the control unit is configured to control the motor to decrease an assist level by the motor, the control device.

11. The control unit is configured to control the motor such that a decrease amount of the assist level when the gear ratio is changed in the first control state is equal to or greater than a decrease amount of the assist level when the gear ratio is changed in the second control state, the control device according to claim 10.

12. The control unit is configured to control the motor such that a decrease amount of the assist level when the gear ratio is changed to decrease in the first control state is different from a decrease amount of the assist level when the gear ratio is changed to increase in the first control state, the control device according to claim 10 or 11.

13. The control unit is configured to control the motor such that a decrease amount of the assist level when the gear ratio is changed to decrease in the first control state is greater than a decrease amount of the assist level when the gear ratio is changed to increase in the first control state, the control device according to claim 12.

14. The control unit is configured to control the motor such that a decrease amount of the assist level when the gear ratio is changed to increase in the second control state is different from a decrease amount of the assist level when the gear ratio is decreased in the second control state, the control device according to any one of claims 10 to 13.

15. The control unit is configured to control the motor such that a decrease amount of the assist level when the gear ratio is changed to increase in the second control state is greater than a decrease amount of the assist level when the gear ratio is decreased in the second control state, the control device according to claim 14.

16. The control unit is configured to control the motor to increase the assist level after a predetermined period has elapsed after decreasing the assist level when the gear ratio is changed. The predetermined period when the control state is the first control state is longer than the predetermined period when the control state is the second control state, the control device according to any one of claims 10 to 15.

17. The human-powered vehicle further includes an imaging device. The control unit is configured to switch between the first control state and the second control state based on an image of the travel path of the human-powered vehicle acquired by the imaging device, according to any one of claims 10 to 16.

18. The predetermined period includes a period until the rotation amount of the wheels of the human-powered vehicle reaches a predetermined rotation amount. The predetermined rotation amount is 30 degrees or more and less than 460 degrees, according to the control device of claim 8 or 16.

19. When the gear ratio is equal to or greater than a predetermined gear ratio and the gear ratio is changed, the control unit is configured to control the motor so that the decrease amount of the assist level is greater than when the gear ratio is less than the predetermined gear ratio and the gear ratio is changed, according to any one of claims 1 to 18.

20. The assist level includes at least one of a ratio of the assist force by the motor to the human driving force, an upper limit value of the output of the motor, a regulation level of the output change of the motor when the human driving force decreases, an acceleration rate of the output of the motor when the human driving force increases, and the output of the motor, according to any one of claims 1 to 19.

21. When the gear ratio is changed, the control unit is configured to control the motor so as to gradually decrease the assist level, according to any one of claims 1 to 20.

22. The transmission is operated by an electric actuator. The control unit is configured to control the transmission, according to any one of claims 1 to 21.

23. The control unit is configured to control the transmission to start the gear shifting operation of the transmission after decreasing the assist level, according to the control device of claim 22.

24. When the gear ratio is changed, the control unit starts to decrease the assist level when the angle of the crank enters a predetermined range, according to the control device of claim 22 or 23.

25. The transmission has a derailleur and a plurality of sprockets having a rotation axis and arranged in the extending direction of the rotation axis. The control unit is configured to control the motor so as to reduce the assist level while at least the plurality of sprockets rotate by a predetermined angle when the gear ratio of the transmission is changed, according to any one of claims 1 to 24.

26. The control unit is configured to start reducing the assist level according to the state of the shifting operation of the transmission, according to any one of claims 1 to 25.

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