Control device for a human-powered vehicle

Abstract

To provide a control device for a man-power drive vehicle capable of controlling a transmission device so as to reduce rider's discomfort when a rider drives a man-power drive vehicle.SOLUTION: A control device for a man-power drive vehicle includes a control part constituted so as to control a transmission device of a man-power driving force. The man-power drive vehicle includes a motor constituted so as to impart a propelling force to the man-power drive vehicle, and the transmission device. The motor is constituted so as to be controlled while switching among a plurality of control states. The control part is constituted so as to suppress a transmission movement of the transmission device until predetermined conditions are satisfied when being switched from one of the plurality of control states to another of the plurality of control states.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, a control device for a human-powered vehicle disclosed in Patent Document 1 is configured to control a transmission according to a control state of a motor that applies a driving force to the human-powered vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] One object of the present disclosure is to provide a control device for a human-powered vehicle capable of controlling a transmission so as to reduce discomfort of a rider when the rider drives the human-powered vehicle.

Means for Solving the Problems

[0005] A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, comprising a control unit configured to control a transmission of the human-powered vehicle, the human-powered vehicle comprising a motor configured to apply a driving force to the human-powered vehicle and the transmission, the motor being configured to be controlled by switching between a plurality of control states, and the control unit being configured to suppress a shifting operation of the transmission until a predetermined condition is satisfied when switching from one of the plurality of control states to another one of the plurality of control states. According to the control device of the first aspect, when the control state of the motor switches from one of a plurality of control states to another one of the plurality of control states, the state of the transmission is likely to be maintained until a predetermined condition is satisfied. Along with the switching of the control state of the motor, the occurrence of shifting by the transmission that the rider does not intend is suppressed, so that the discomfort of the rider when the rider drives the human-powered vehicle can be reduced.

[0006] In the control device of the second aspect according to the first aspect of the present disclosure, the control unit is configured to cause the transmission to change the gear ratio according to at least one of the running state of the human-powered vehicle and the running environment of the human-powered vehicle. According to the control device of the second aspect, the control unit can automatically change the gear ratio of the transmission according to at least one of the running state of the human-powered vehicle and the running environment of the human-powered vehicle.

[0007] In the control device of the third aspect according to the second aspect of the present disclosure, the control unit is configured to control the transmission according to a first parameter related to the running state of the human-powered vehicle and a first predetermined threshold value, and by changing the first predetermined threshold value, it is configured to suppress the shifting operation of the transmission. According to the control device of the third aspect, the control unit can suppress the shifting operation of the transmission by a simple process, so that the processing load of the control unit can be suppressed.

[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 transmission according to a second parameter related to the running environment of the human-powered vehicle and a second predetermined threshold value, and by changing the second predetermined threshold value, it is configured to suppress the shifting operation of the transmission. According to the control device of the fourth aspect, the control unit can suppress the shifting operation of the transmission by a simple process.

[0009] In the control device of the fifth aspect according to any one of the first to fourth aspects of the present disclosure, the predetermined condition is satisfied when a predetermined first period elapses after switching from one of the plurality of control states to the other one of the plurality of control states. According to the control device of the fifth aspect, the control unit can suppress the transmission from immediately changing the gear ratio after switching from one of the plurality of control states to the other one of the plurality of control states.

[0010] In the control device of the sixth aspect according to the fifth aspect of the present disclosure, the predetermined first period includes a predetermined first time. According to the control device of the sixth aspect, by using the predetermined first time as the predetermined first period, the time during which the shift is suppressed can be made constant regardless of the traveling speed of the human-powered vehicle.

[0011] In the control device of the seventh aspect according to the sixth aspect of the present disclosure, the predetermined first time is 1 second or more and 5 seconds or less. According to the control device of the seventh aspect, the change of the gear ratio of the transmission is not unnecessarily suppressed.

[0012] In the control device of the eighth aspect according to any one of the fifth to seventh aspects of the present disclosure, the predetermined first period includes a period until the rotation amount of the wheels of the human-powered vehicle reaches a predetermined rotation amount. According to the control device of the eighth aspect, by using, as the predetermined first period, the period until the rotation amount of the wheels of the human-powered vehicle reaches a predetermined rotation amount, the time during which the shift is suppressed can be changed according to the traveling speed of the human-powered vehicle.

[0013] In the control device of the ninth aspect according to the eighth aspect of the present disclosure, the predetermined rotation amount is 360 degrees or more and 3600 degrees or less. According to the control device of the ninth aspect, it is possible to suppress the transmission from changing the gear ratio while the wheels rotate in the range of one rotation or more and ten rotations or less.

[0014] In the control device according to the tenth aspect among the first to ninth aspects of the present disclosure, when switching from one of the plurality of control states to another one of the plurality of control states, in a state where the acceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a first acceleration determined in advance, it includes the case of switching from one of the plurality of control states to another one of the plurality of control states. The predetermined condition is satisfied when the acceleration of the human-powered vehicle becomes less than a second acceleration determined in advance and equal to or less than the first acceleration determined in advance. According to the control device of the tenth aspect, while the human-powered vehicle is accelerating at an acceleration equal to or greater than a first acceleration determined in advance in the traveling direction of the human-powered vehicle, even if the control state of the motor changes, it is possible to suppress the transmission from changing the gear ratio. Therefore, the discomfort of the rider can be suitably reduced.

[0015] In the control device according to the eleventh aspect among the first to tenth aspects of the present disclosure, when switching from one of the plurality of control states to another one of the plurality of control states, in a state where the load on the rider of the human-powered vehicle is equal to or greater than a first load determined in advance, it includes the case of switching from one of the plurality of control states to another one of the plurality of control states. The predetermined condition is satisfied when the load on the rider becomes less than a second load determined in advance and equal to or less than the first load determined in advance. According to the control device of the eleventh aspect, while the load on the rider of the human-powered vehicle is in a state equal to or greater than a first load determined in advance, even if the control state of the motor switches from one of the plurality of control states to another one of the plurality of control states, it is possible to suppress the transmission from changing the gear ratio. Therefore, the discomfort of the rider can be suitably reduced.

[0016] In the control device according to any one of the first to twelfth aspects of the present disclosure, when switching from one of the plurality of control states to another one of the plurality of control states, in a state where the load on the rider of the human-powered vehicle is equal to or greater than a first load determined in advance, switching from one of the plurality of control states to another one of the plurality of control states, and including a case where a crank provided in the human-powered vehicle is rotating, the predetermined condition is satisfied when the load on the rider becomes less than a second load determined in advance and less than or equal to the first load determined in advance. According to the control device of the twelfth aspect, while the load on the rider of the human-powered vehicle is in a state equal to or greater than the first load determined in advance, even if the control state of the motor switches from one of the plurality of control states to another one of the plurality of control states during the rotation of the crank, the transmission can be suppressed from changing the gear ratio. Therefore, the discomfort of the rider can be suitably reduced.

[0017] In the control device according to any one of the first to thirteenth aspects of the present disclosure, when switching from one of the plurality of control states to another one of the plurality of control states, in a state where the gradient of the traveling path of the human-powered vehicle is equal to or greater than a first gradient determined in advance, including a case where switching from one of the plurality of control states to another one of the plurality of control states, the predetermined condition is satisfied when the gradient of the traveling path of the human-powered vehicle becomes less than a second gradient determined in advance and less than or equal to the first gradient determined in advance. According to the control device of the thirteenth aspect, while the gradient of the traveling path of the human-powered vehicle is in a state equal to or greater than the first gradient determined in advance, even if the control state of the motor switches from one of the plurality of control states to another one of the plurality of control states, the transmission can be suppressed from changing the gear ratio. Therefore, the discomfort of the rider can be suitably reduced.

[0018] In the control device according to the 14th aspect among the 1st to 13th aspects of the present disclosure, when switching from one of the plurality of control states to another one of the plurality of control states, in a state where the pitch angle of the human-powered vehicle is equal to or greater than a predetermined first pitch angle, it includes the case of switching from one of the plurality of control states to another one of the plurality of control states. The predetermined condition is satisfied when the pitch angle of the human-powered vehicle is less than a predetermined second pitch angle that is equal to or less than the predetermined first pitch angle. According to the control device of the 14th aspect, while the pitch angle of the human-powered vehicle is in a state equal to or greater than the predetermined first pitch angle, even if the control state of the motor switches from one of the plurality of control states to another one of the plurality of control states, it is possible to suppress the transmission from changing the gear ratio. Therefore, the discomfort of the rider can be preferably reduced.

[0019] In the control device according to the 15th aspect among the 1st to 14th aspects of the present disclosure, in a plurality of control states, the assist levels by the motor are different from each other, and when switching from one of the plurality of control states to another one of the plurality of control states, it includes the case where the assist level by the motor increases. According to the control device of the 15th aspect, when the assist level by the motor increases, it is possible to suppress the transmission from changing the gear ratio.

[0020] In the control device according to the 16th aspect among the 1st to 15th aspects of the present disclosure, the shifting operation of the transmission includes a shifting operation in which the transmission increases the gear ratio. According to the control device of the 16th aspect, when switching from one of the plurality of control states to another one of the plurality of control states, an increase in the gear ratio is suppressed until a predetermined condition is satisfied. Therefore, an increase in the load on the rider due to the transmission is suppressed, and the discomfort of the rider can be preferably reduced.

[0021] In the control device according to the 17th aspect among the 1st to 16th aspects of the present disclosure, the shifting operation of the transmission includes a shifting operation in which the transmission decreases the gear ratio. According to the control device of the 17th aspect, when switching from one of a plurality of control states to another one of the plurality of control states, a decrease in the gear ratio is suppressed until a predetermined condition is satisfied. Therefore, a decrease in the rider's load due to the transmission is suppressed, and the rider's discomfort can be suitably reduced.

[0022] In the control device of the 18th aspect according to any one of the 1st to 15th aspects of the present disclosure, the shifting operation of the transmission includes only the first shifting operation in which the transmission increases the gear ratio and the second shifting operation in which the transmission decreases the gear ratio. According to the control device of the 18th aspect, when switching from one of a plurality of control states to another one of the plurality of control states, an increase in the gear ratio is suppressed until a predetermined condition is satisfied. Therefore, an increase in the rider's load due to the transmission is suppressed, and the rider's discomfort can be suitably reduced. According to the control device of the 18th aspect, when switching from one of a plurality of control states to another one of the plurality of control states, a decrease in the gear ratio is not suppressed until a predetermined condition is satisfied. Therefore, the rider's load due to the transmission is likely to decrease.

[0023] In the control device of the 19th aspect according to any one of the 1st to 18th aspects of the present disclosure, the control unit is configured to control the motor. According to the control device of the 19th aspect, a motor configured to apply a driving force to the human-powered vehicle can be controlled by a control unit that controls the transmission.

[0024] In the control device of the 20th aspect according to any one of the 1st to 19th aspects of the present disclosure, the control device further includes an input unit configured to input information regarding the plurality of control states, and the control unit is configured to acquire the information regarding the plurality of control states via the input unit. According to the control device of the 20th aspect, information regarding a plurality of control states can be acquired via the input unit.

Advantages of the Invention

[0025] The control device for a human-powered vehicle according to the present disclosure can control a transmission so as to reduce the discomfort of the rider when the rider drives the human-powered vehicle.

Brief Description of the Drawings

[0026]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Embodiments for Carrying Out the Invention

[0027] With reference to FIGS. 1 to 4, a control device 60 for a human-powered vehicle according to an embodiment will be described. The human-powered vehicle 10 is a vehicle having at least one wheel and capable of being driven by at least human driving force. The human-powered vehicle 10 includes various types of bicycles such as, for example, mountain bikes, road bikes, city bikes, cargo bikes, and hand bikes, recumbents, etc. The number of wheels of the human-powered vehicle 10 is not limited. The human-powered vehicle 10 also includes, for example, unicycles and vehicles having three or more wheels. The human-powered vehicle 10 is not limited to a vehicle that can be driven only by human driving force. The human-powered vehicle 10 includes an e-bike (E-bike) that uses not only human driving force but also the driving force of an electric motor 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 10 will be described as an electric assist bicycle, and an example of the electric assist bicycle will be described as a mountain bike.

[0028] The human-powered vehicle 10 includes at least one wheel 14 and a vehicle body 16. The at least one wheel 14 includes a rear wheel 14A and a front wheel 14B. The vehicle body 16 includes a frame 18. An input rotation shaft 12A rotatable with respect to the frame 18 is provided on the vehicle body 16. In the present embodiment, the input rotation shaft 12A is a crankshaft included in the crank 12. The crank 12 includes the input rotation shaft 12A, a first crank arm 12B provided at one axial end of the input rotation shaft 12A, and a second crank arm 12C provided at the other axial end of the input rotation shaft 12A. A first pedal 20A is connected to the first crank arm 12B. A second pedal 20B is connected to the second crank arm 12C. The rear wheel 14A is driven by the rotation of the crank 12. The rear wheel 14A is supported by the frame 18. The crank 12 and the rear wheel 14A are connected by a drive mechanism 22.

[0029] The drive mechanism 22 includes a first rotating body 24 connected to the input rotating shaft 12A. The input rotating shaft 12A and the first rotating body 24 may be connected so as to rotate integrally, or may be connected via a first one-way clutch. The first one-way clutch is configured to rotate the first rotating body 24 forward when the crank 12 rotates forward, and to allow relative rotation between the crank 12 and the first rotating body 24 when the crank 12 rotates backward. The first rotating body 24 includes a front sprocket. The first rotating body 24 may include a pulley or a bevel gear. The drive mechanism 22 further includes a second rotating body 26 and a connecting member 28. The connecting member 28 transmits the rotational force of the first rotating body 24 to the second rotating body 26. The connecting member 28 includes, for example, a chain, a belt, or a shaft.

[0030] The second rotating body 26 is connected to the rear wheel 14A. The second rotating body 26 includes a rear sprocket. The second rotating body 26 may include a pulley or a bevel gear. Preferably, a second one-way clutch is provided between the second rotating body 26 and the rear wheel 14A. The second one-way clutch is configured to rotate the rear wheel 14A forward when the second rotating body 26 rotates forward, and to allow relative rotation between the second rotating body 26 and the rear wheel 14A when the second rotating body 26 rotates backward.

[0031] The front wheel 14B is attached to the frame 18 via a front fork 30. A handlebar 34 is connected to the front fork 30 via a stem 32. In the present embodiment, the rear wheel 14A is connected to the crank 12 by the drive mechanism 22, but at least one of the rear wheel 14A and the front wheel 14B may be connected to the crank 12 by the drive mechanism 22.

[0032] The human-powered vehicle 10 further includes a battery 36. The battery 36 includes one or more battery elements. The battery elements include rechargeable batteries. The battery 36 is configured to supply power to the control device 60. The battery 36 is preferably communicably connected to the control unit 62 of the control device 60 via an electrical cable or a wireless communication device. The battery 36 can communicate with the control unit 62, for example, by power line communication (PLC), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver / Transmitter).

[0033] The human-powered vehicle 10 includes a motor 38 configured to apply a driving force to the human-powered vehicle 10 and a transmission 42. The transmission 42 is provided in the transmission path of the human driving force and has a transmission ratio R. The transmission ratio R is represented by the ratio of the rotational speed Vout of the output portion of the transmission 42 to the rotational speed Vin of the input portion of the transmission 42. When the transmission ratio R is expressed by an equation, it is "R = Vout / Vin". As the transmission ratio R increases, the rotational speed C of the crank 12 is increased and transmitted to the wheels 14.

[0034] In the present embodiment, the transmission 42 has a derailleur 42A and a plurality of sprockets 42B having a rotation axis and arranged in the direction in which the rotation axis extends. When the derailleur 42A includes a rear derailleur, the plurality of sprockets 42B include the second rotating body 26. When the derailleur 42A includes a front derailleur, the plurality of sprockets 42B include the first rotating body 24. When the transmission 42 is the derailleur 42A, the rotational speed of the output portion of the transmission 42 corresponds to the rotational speed of the second rotating body 26. When the transmission 42 is the derailleur 42A, the rotational speed of the input portion of the transmission 42 corresponds to the rotational speed of the first rotating body 24. The transmission 42 may include an internal transmission.

[0035] Preferably, the transmission 42 includes an electric actuator. When the transmission 42 has a derailleur 42A, the electric actuator is provided on the derailleur 42A to operate the derailleur 42A. The electric actuator may be provided away from the derailleur 42A and the internal transmission, for example, on the frame 18. The electric actuator includes an electric motor and a speed reducer. When the electric actuator is provided on the frame 18, the electric actuator is connected to the derailleur 42A or the internal transmission by, for example, a Bowden cable.

[0036] The motor 38 is configured to apply a driving force to the human-powered vehicle 10. The motor 38 includes one or more electric motors. The electric motor is, for example, a brushless motor. The motor 38 is configured to transmit the driving force of the human power from the pedals 20A, 20B to at least one of the rear wheels 14A and the front wheels 14B. The power transmission path of the human driving force from the pedals 20A, 20B to the rear wheels 14A also includes the rear wheels 14A. In the present embodiment, the motor 38 is provided on the frame 18 of the human-powered vehicle 10 and is configured to transmit a rotational force to the first rotating body 24.

[0037] The motor 38 is provided in the housing 40A. The housing 40A is provided on the frame 18. The housing 40A is detachably attached to the frame 18, for example. The drive unit 40 is configured to include the motor 38 and the housing 40A in which the motor 38 is provided. In the present embodiment, a third one-way clutch is preferably provided in the power transmission path between the motor 38 and the input rotating shaft 12A to suppress the transmission of the rotational force of the crank 12 to the motor 38 when the input rotating shaft 12A is rotated in the forward direction of the human-powered vehicle 10. When the motor 38 is provided on at least one of the rear wheels 14A and the front wheels 14B, the motor 38 may be provided on the hub to form a hub motor together with the hub.

[0038] The control device 60 includes a control unit 62. The control unit 62 includes an arithmetic processing device that executes a predetermined control program. The arithmetic processing device included in the control unit 62 includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing devices included in the control unit 62 may be provided at a plurality of locations separated from each other. The control unit 62 may include one or more microcomputers. Preferably, the control device 60 further includes a storage unit 64. In the storage unit 64, a predetermined control program and information used for control processing are stored. The storage unit 64 includes, for example, a non-volatile memory and a volatile memory. The non-volatile memory includes, for example, at least one of a ROM (Read-Only Memory), an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), and a flash memory. The volatile memory includes, for example, a RAM (Random Access Memory).

[0039] The control device 60 preferably further includes a drive circuit 66 for the motor 38. The drive circuit 66 and the control unit 62 are provided, for example, in the housing 40A of the drive unit 40. The drive circuit 66 and the control unit 62 may be provided on the same circuit board, for example. The drive circuit 66 includes an inverter circuit. The drive circuit 66 controls the power supplied from the battery 36 to the motor 38. The drive circuit 66 is connected to the control unit 62 via a conductive wire, an electric cable, or a wireless communication device, etc. The drive circuit 66 drives the motor 38 in response to a control signal from the control unit 62.

[0040] The motor 38 is configured to be controlled by switching between a plurality of control states. Preferably, the control unit 62 is configured to control the motor 38. The control device 60 further includes an input unit 70 configured to input information related to the plurality of control states. The control unit 62 is configured to acquire information related to the plurality of control states via the input unit 70. The input unit 70 is electrically connected to the control unit 62. The input unit 70 includes at least one of a port to which an electric cable is detachably connected, and a wireless communication device. The electric cable may be non-detachably connected to the input unit 70.

[0041] An operating device 54 is provided on the handlebar 34 of the human-powered vehicle 10. The operating device 54 includes, for example, an electric switch that can be manually operated by the rider's finger. The operating device 54 may include, for example, a smartphone. The operating device 54 may be electrically connected to the input unit 70 via an electric cable, or may be connected to the input unit 70 by wireless communication. The operating device 54 transmits information relating to a plurality of control states to the input unit 70. The information relating to the plurality of control states includes, for example, information for switching between the plurality of control states. When the operating device 54 is operated, the information relating to the plurality of control states is input to the control unit 62 via the input unit 70.

[0042] The control unit 62 controls the motor 38 in response to at least one of the vehicle speed V, the rotation speed C of the input rotating shaft 12A, and the human-powered driving force, for example. The human-powered vehicle 10 further includes at least one of a vehicle speed sensor 46, a crank rotation sensor 48, and a human-powered driving force detection unit 50. The vehicle speed sensor 46 is configured to detect information relating to the vehicle speed V of the human-powered vehicle 10. In this embodiment, the vehicle speed sensor 46 is configured to detect information relating to the rotation speed W of at least one wheel 14 of the human-powered vehicle 10. The vehicle speed sensor 46 is configured to detect, for example, a magnet provided on at least one wheel 14 of the human-powered vehicle 10.

[0043] The vehicle speed sensor 46 is configured to output a detection signal a predetermined number of times, for example, while one of at least one wheel 14 rotates once. The predetermined number is, for example, 1. The vehicle speed sensor 46 outputs a signal corresponding to the rotational speed W of the wheel 14. The control unit 62 can calculate the vehicle speed V of the human-powered vehicle 10 based on the signal corresponding to the rotational speed W of the wheel 14 and information regarding the circumference of the wheel 14. Information regarding the circumference of the wheel 14 is stored in the storage unit 64.

[0044] The vehicle speed sensor 46 includes, for example, a magnetic reed constituting a reed switch, or a magnetic sensor such as a Hall element. The vehicle speed sensor 46 may be attached to the chain stay of the frame 18 of the human-powered vehicle 10 and configured to detect a magnet attached to the rear wheel 14A, or may be provided on the front fork 30 and configured to detect a magnet attached to the front wheel 14B. In the present embodiment, the vehicle speed sensor 46 is configured such that when the wheel 14 rotates once, the reed switch detects the magnet once.

[0045] The vehicle speed sensor 46 may have any configuration as long as it can acquire information regarding the vehicle speed V of the human-powered vehicle 10, and is not limited to a configuration for detecting a magnet provided on the wheel 14. For example, it may be configured to detect a slit provided in a disk brake, may include an optical sensor or the like, or may include a GPS (Global Positioning System) receiver. When the vehicle speed sensor 46 includes a GPS receiver, the control unit 62 can calculate the vehicle speed V according to the time and the moving distance. The vehicle speed sensor 46 is connected to the control unit 62 via a wireless communication device or an electric cable.

[0046] The crank rotation sensor 48 is configured to detect information regarding the rotational speed C of the input rotation shaft 12A. The crank rotation sensor 48 is provided, for example, on the frame 18 of the human-powered vehicle 10 or on the drive unit 40. The crank rotation sensor 48 may be provided on the housing 40A of the drive unit 40. The crank rotation sensor 48 includes a magnetic sensor that outputs a signal according to the intensity of a magnetic field. An annular magnet with adjacent S and N poles in the circumferential direction is provided on the input rotation shaft 12A, a member that rotates in conjunction with the input rotation shaft 12A, or the power transmission path between the input rotation shaft 12A and the first rotating body 24. The member that rotates in conjunction with the input rotation shaft 12A may include the output shaft of the motor 38.

[0047] The crank rotation sensor 48 outputs a signal according to the rotational speed C of the input rotation shaft 12A. For example, when no first one-way clutch is provided between the input rotation shaft 12A and the first rotating body 24, the magnet may be provided on the first rotating body 24. The crank rotation sensor 48 may have any configuration as long as it can acquire information regarding the rotational speed C of the input rotation shaft 12A, and may include an optical sensor, an acceleration sensor, a gyro sensor, a torque sensor, etc. instead of the magnetic sensor. The crank rotation sensor 48 is connected to the control unit 62 via a wireless communication device or an electric cable.

[0048] The human driving force detection unit 50 is configured to detect information regarding the human driving force. The human driving force detection unit 50 is provided, for example, on the frame 18 of the human-powered vehicle 10, the drive unit 40, the crank 12, or the pedals 20A, 20B. The human driving force detection unit 50 may be provided on the housing 40A of the drive unit 40. The human driving force detection unit 50 includes, for example, a torque sensor. The torque sensor is configured to output a signal according to the torque applied to the crank 12 by the human driving force. When a first one-way clutch is provided in the power transmission path, the torque sensor is preferably provided on the upstream side of the first one-way clutch in the power transmission path. The torque sensor includes a strain sensor, a magnetostrictive sensor, a pressure sensor, etc. The strain sensor includes a strain gauge.

[0049] The torque sensor is provided in the vicinity of the power transmission path or a member included in the power transmission path. The members included in the power transmission path are, for example, the input rotating shaft 12A, a member that transmits the human power driving force between the input rotating shaft 12A and the first rotating body 24, the crank arms 12B, 12C, or the pedals 20A, 20B. The human power driving force detection unit 50 is connected to the control unit 62 via a wireless communication device or an electric cable. The human power driving force detection unit 50 may have any configuration as long as it can acquire information regarding the human power driving force, and may include, for example, a sensor that detects the pressure applied to the pedals 20A, 20B, or a sensor that detects the tension of a chain.

[0050] The control unit 62 is configured to control the motor 38 that applies a propulsive force to the human-powered vehicle 10. The control unit 62 is configured to control the motor 38 in accordance with the human power driving force input to the human-powered vehicle 10. The human power driving force may be represented by torque or may be represented by work rate.

[0051] The control unit 62 is configured to control the motor 38 such that the assist level by the motor 38 becomes a predetermined assist level, for example. In the present embodiment, in a plurality of control states of the motor 38, the assist levels by the motor 38 are different from each other. Preferably, the predetermined assist levels include a plurality of predetermined assist levels having different magnitudes of the assist levels. The control unit 62 changes the assist level by changing the predetermined assist level in accordance with the operation of the operation device 54 by the rider.

[0052] The operating device 54 includes, for example, a first electric switch for increasing the assist level and a second electric switch for decreasing the assist level. When the first electric switch is operated, the control unit 62 increases the assist level if the assist level is not at the maximum value. When the second electric switch is operated, the control unit 62 decreases the assist level if the assist level is not at the minimum value. The control unit 62 is configured to store information regarding the current assist level in the storage unit 64.

[0053] Preferably, the assist level includes at least one of a ratio of the output of the motor 38 to the human driving force input to the human-powered vehicle 10, a maximum value of the output of the motor 38, and a suppression level of output fluctuation of the motor 38 when the output of the motor 38 decreases. The ratio of the assist force by the motor 38 to the human driving force may be described as an assist ratio. The control unit 62 is configured to control the motor 38 so that, for example, the assist force by the motor 38 becomes a predetermined assist ratio with respect to the human driving force. The human driving force corresponds to the propulsion force of the human-powered vehicle 10 generated by the user rotating the crank 12. The assist force corresponds to the propulsion force of the human-powered vehicle 10 generated by the rotation of the motor 38. The predetermined assist ratio is not constant and may change, for example, according to the human driving force, may change according to the rotational speed C of the input rotating shaft 12A, may change according to the vehicle speed V, or may change according to any two or all of the human driving force, the rotational speed C of the input rotating shaft 12A, and the vehicle speed V.

[0054] When the human driving force and the assist force are represented by torque, the human driving force is described as the human torque HT, and the assist force is described as the assist torque MT. When the human driving force and the assist force are represented by work rate, the human driving force is described as the human work rate HW, and the assist force is described as the assist work rate MW. The assist ratio may be a ratio of the assist torque MT to the human torque HT of the human-powered vehicle 10, or may be a ratio of the assist work rate MW by the motor 38 to the human work rate HW.

[0055] In the drive unit 40 of the present embodiment, the crank 12 is connected to the first rotating body 24 without passing through a transmission, and the output of the motor 38 is input to the first rotating body 24. When the crank 12 is connected to the first rotating body 24 without passing through a transmission and the output of the motor 38 is input to the first rotating body 24, the manual driving force corresponds to the driving force input to the first rotating body 24 by the user rotating the crank 12. When the crank 12 is connected to the first rotating body 24 without passing through a transmission and the output of the motor 38 is input to the first rotating body 24, the assist force corresponds to the driving force input to the first rotating body 24 by the rotation of the motor 38. When the output of the motor 38 is input to the first rotating body 24 via a speed reducer, the assist force corresponds to the output of the speed reducer.

[0056] The control unit 62 is configured to control the motor 38 so that the assist force becomes equal to or less than a predetermined value. As the suppression level of the output fluctuation of the motor 38 increases, the change amount of the output of the motor 38 per unit time with respect to the change amount of the control parameter of the motor 38 per unit time decreases. As the suppression level of the output fluctuation of the motor 38 decreases, the change amount of the output of the motor 38 per unit time with respect to the change amount of the control parameter of the motor 38 per unit time increases. The suppression level of the output fluctuation of the motor 38 is inversely proportional to the response speed of the motor 38. The response speed of the motor 38 is represented by the change amount of the output of the motor 38 per unit time with respect to the change amount of the control parameter of the motor 38 per unit time. When the suppression level of the output fluctuation of the motor 38 increases, the response speed of the motor 38 decreases.

[0057] The control unit 62 changes the suppression level by, for example, a filter. The filter includes, for example, a low-pass filter having a time constant. The control unit 62 changes the suppression level by changing the time constant of the filter. The control unit 62 may change the suppression level by changing the gain for calculating the output of the motor 38 from the manual driving force. The filter is configured by, for example, executing predetermined software in an arithmetic processing unit.

[0058] The control unit 62 is configured to control the transmission 42 of the human - powered vehicle 10. Preferably, the control unit 62 is configured to cause the transmission 42 to change the gear ratio R according to at least one of the running state of the human - powered vehicle 10 and the running environment of the human - powered vehicle 10. Preferably, the human - powered vehicle 10 includes a detection unit 52 that detects at least one of the running state of the human - powered vehicle 10 and the running environment of the human - powered vehicle 10.

[0059] Preferably, the control unit 62 is configured to control the transmission 42 according to a first parameter P1 related to the running state of the human - powered vehicle 10 and a predetermined first threshold value P1X. The control unit 62 controls the transmission 42 to change the gear ratio R so that the first parameter P1 is maintained within a first range. The first range is defined by a predetermined first threshold value P1X. Preferably, the predetermined first threshold value P1X includes a first upper limit threshold value P1X1 and a first lower limit threshold value P1X2. The first range is a range that is less than or equal to the first upper limit threshold value P1X1 and greater than or equal to the first lower limit threshold value P1X2.

[0060] The first parameter P1 includes, for example, at least one of the rotational speed C of the crank 12 and the human - driving force. The rotational speed C of the crank 12 may be an actual measured value or an estimated value of the rotational speed C of the crank 12. For example, when the rotational speed C of the crank 12 goes out of the first range from within the first range, the control unit 62 controls the transmission 42 to change the gear ratio R so that the rotational speed C of the crank 12 returns within the first range. For example, when the human - driving force goes out of the first range from within the first range, the control unit 62 controls the transmission 42 to change the gear ratio R so that the human - driving force returns within the first range.

[0061] When the first parameter P1 is the rotational speed C of the crank 12, the detection unit 52 includes, for example, a first detection unit that detects information regarding the rotational speed C of the crank 12. Preferably, the first detection unit has the same configuration as the crank rotation sensor 48. The first detection unit may include the crank rotation sensor 48. The first detection unit may include a sensor that detects a parameter correlated with the rotational speed C of the crank 12. A parameter correlated with the rotational speed C of the crank 12 is, for example, the vehicle speed V. The first detection unit may include the vehicle speed sensor 46. For example, when the rotational speed C of the crank 12 is the measured value of the rotational speed C of the crank 12, the first detection unit includes the crank rotation sensor 48. For example, when the rotational speed C of the crank 12 is the estimated value of the rotational speed C of the crank 12, the first detection unit includes the vehicle speed sensor 46. The control unit 62 may be configured to calculate the rotational speed C of the crank 12 based on the vehicle speed V detected by the vehicle speed sensor 46 and the gear ratio R. When the first parameter P1 is the input driving force, the detection unit 52 includes, for example, a second detection unit that detects information regarding the input driving force. Preferably, the second detection unit has the same configuration as the input driving force detection unit 50. The second detection unit may be constituted by the input driving force detection unit 50.

[0062] Preferably, the control unit 62 is configured to control the transmission 42 according to a second parameter P2 regarding the driving environment of the human - powered vehicle 10 and a second threshold value P2X determined in advance. The second range is defined by a second threshold value P2X determined in advance. Preferably, the second threshold value P2X determined in advance includes a second upper limit threshold value P2X1 and a second lower limit threshold value P2X2. The second range is a range that is less than or equal to the second upper limit threshold value P2X1 and greater than or equal to the second lower limit threshold value P2X2.

[0063] The second parameter P2 includes, for example, the gradient S of the traveling road of the human - powered vehicle 10. The control unit 62 controls the transmission 42 to change the gear ratio R, for example, when the gradient S of the traveling road of the human - powered vehicle 10 changes from within the second range to outside the second range.

[0064] When the second parameter P2 includes the gradient S of the traveling road, the detection unit 52 includes, for example, an inclination detection unit. The inclination detection unit is configured to output information regarding the inclination angle in the traveling direction of the human-powered vehicle 10. The inclination detection unit includes, for example, at least one of an acceleration sensor and a gyro sensor. The gradient S can be detected by the inclination angle in the traveling direction of the human-powered vehicle 10. The gradient S corresponds to the inclination angle of the human-powered vehicle 10. The control unit 62 is configured to calculate the gradient S, for example, according to the inclination angle in the traveling direction of the human-powered vehicle 10. The inclination detection unit includes a GPS (Global Positioning System) receiver. The control unit 62 may calculate the gradient S according to the GPS information acquired by the GPS receiver and the road surface gradient included in the map information pre-recorded in the storage unit 64. The inclination detection unit is connected to the control unit 62 via a wireless communication device or an electric cable.

[0065] Referring to FIG. 3, the process of the control unit 62 controlling the transmission 42 is described. In the flowchart shown in FIG. 3, the control unit 62 controls the transmission 42 according to both the first parameter P1 and the second parameter P2. The control unit 62 starts the process and proceeds to step S11 of the flowchart shown in FIG. 3, for example, when power is supplied to the control unit 62. When the flowchart in FIG. 3 ends, the control unit 62 repeats the process from step S11 at a predetermined cycle until, for example, the power supply is stopped.

[0066] In step S11, the control unit 62 determines whether the first parameter P1 is outside the first range. If the first parameter P1 is outside the first range, the control unit 62 proceeds to step S12. In step S12, the control unit 62 controls the transmission 42 and ends the process. In step S12, the control unit 62 controls the transmission 42 so as to return the first parameter P1 within the first range according to the comparison result between the first parameter P1 in step S11 and a predetermined first threshold value P1X. If the current gear ratio R of the transmission 42 is the maximum value or the minimum value and the first parameter P1 cannot be returned within the first range even if the transmission 42 is controlled, the control unit 62 may end the process without proceeding from step S11 to step S12.

[0067] If the first parameter P1 is not outside the first range in step S11, the control unit 62 proceeds to step S13. In step S13, the control unit 62 determines whether the second parameter P2 is outside the second range. If the second parameter P2 is outside the second range, the control unit 62 proceeds to step S14. If the second parameter P2 is not outside the second range, the control unit 62 ends the process.

[0068] In step S14, the control unit 62 controls the transmission 42 and ends the process. In step S14, the control unit 62 controls the transmission 42 so as to return the second parameter P2 within the second range according to the comparison result between the second parameter P2 in step S13 and a second threshold value P2X. If the current gear ratio R of the transmission 42 is the maximum value or the minimum value and the second parameter P2 cannot be returned within the second range even if the transmission 42 is controlled, the control unit 62 may end the process without proceeding from step S13 to step S14.

[0069] The control unit 62 may control the transmission 42 according to only one of the first parameter P1 and the second parameter P2. When the control unit 62 controls the transmission 42 according to the first parameter P1 and does not control the transmission 42 according to the second parameter P2, steps S13 and S14 may be omitted. When steps S13 and S14 are omitted and the determination in step S11 is NO, the control unit 62 ends the process. When the control unit 62 controls the transmission 42 according to the second parameter P2 and does not control the transmission 42 according to the first parameter P1, steps S11 and S12 may be omitted. When steps S11 and S12 are omitted, the control unit 62, for example, starts the process and shifts to step S13 when power is supplied to the control unit 62. When the flowchart in FIG. 3 ends, the control unit 62 repeats the process from step S13 at a predetermined cycle until, for example, the power supply is stopped.

[0070] When the control unit 62 switches from one of a plurality of control states to another one of the plurality of control states, it is configured to suppress the shifting operation of the transmission 42 until a predetermined condition is satisfied. Preferably, in the plurality of control states, the assist levels by the motor 38 are different from each other. When switching from one of the plurality of control states to another one of the plurality of control states, it includes the case where the assist level by the motor 38 increases. The control unit 62 determines that it switches from one of the plurality of control states to another one of the plurality of control states when the assist level is changed to an assist level greater than the current assist level.

[0071] Preferably, the shifting operation of the transmission 42 includes a shifting operation in which the transmission 42 increases the gear ratio R. The control unit 62 suppresses the shifting operation of the transmission 42 that increases the gear ratio R. For example, when the control unit 62 controls the transmission 42 to change the gear ratio R according to the rotational speed C of the crank 12, the control unit 62 may suppress the shifting operation of the transmission 42 that increases the gear ratio R by increasing the first upper limit threshold value P1X1 and the first lower limit threshold value P1X2 of the first range by a first value. For example, when the control unit 62 controls the transmission 42 to change the gear ratio R according to the input driving force, the control unit 62 may suppress the shifting operation of the transmission 42 that increases the gear ratio R by decreasing the first upper limit threshold value P1X1 and the first lower limit threshold value P1X2 of the first range by a second value.

[0072] When the control unit 62 controls the transmission 42 according to the first parameter P1 regarding the running state of the human-powered vehicle 10 and the predetermined first threshold value P1X, the control unit 62 may be configured to suppress the shifting operation of the transmission 42 by changing the predetermined first threshold value P1X. When the control unit 62 controls the transmission 42 according to the second parameter P2 regarding the running environment of the human-powered vehicle 10 and the predetermined second threshold value P2X, the control unit 62 may be configured to suppress the shifting operation of the transmission 42 by changing the predetermined second threshold value P2X.

[0073] The speed change operation of the speed change device 42 may include a speed change operation in which the speed change device 42 decreases the speed ratio R. The control unit 62 suppresses the speed change operation of the speed change device 42 that decreases the speed ratio R. The control unit 62 may suppress only one of the first speed change operation of the speed change device 42 that increases the speed ratio R and the second speed change operation of the speed change device 42 that decreases the speed ratio R. For example, the speed change operation of the speed change device 42 may include only the first speed change operation among the first speed change operation in which the speed change device 42 increases the speed ratio R and the second speed change operation in which the speed change device 42 decreases the speed ratio R. When the control unit 62 suppresses only one of the first speed change operation of the speed change device 42 that increases the speed ratio R and the second speed change operation of the speed change device 42 that decreases the speed ratio R, the control unit 62 may suppress one of the first speed change operation and the second speed change operation of the speed change device 42 by increasing or decreasing both the upper limit threshold values P1X1, P2X1 and the lower limit threshold values P1X2, P2X2. When the control unit 62 suppresses both the speed change operation of the speed change device 42 that increases the speed ratio R and the speed change operation of the speed change device 42 that decreases the speed ratio R, the control unit 62 may suppress the speed change operation of the speed change device 42 by increasing the upper limit threshold values P1X1, P2X1 and decreasing the lower limit threshold values P1X2, P2X2.

[0074] Preferably, the predetermined condition is satisfied when a predetermined first period T1 has elapsed after switching from one of a plurality of control states to another one of the plurality of control states. For example, the predetermined first period T1 may include a predetermined first time. Preferably, the predetermined first time is 1 second or more and 5 seconds or less. Preferably, the predetermined first time is 3 seconds.

[0075] For example, the predetermined first period T1 may include a period until the rotation amount of the wheel 14 of the human-powered vehicle 10 reaches a predetermined rotation amount. Preferably, the predetermined rotation amount is 360 degrees or more and 3600 degrees or less. The predetermined rotation amount is, for example, 1180 degrees or more and 2520 degrees or less. Preferably, the predetermined rotation amount is, for example, 2160 degrees. The predetermined rotation amount may correspond to the traveling distance of the human-powered vehicle 10. For example, the predetermined rotation amount is a rotation amount corresponding to the traveling distance of the human-powered vehicle 10 reaching a predetermined distance. The predetermined distance is, for example, 10 meters or more and 20 meters or less. The predetermined distance is, for example, 12 meters or more and 14 meters or less. The predetermined distance is, for example, 13 meters.

[0076] The predetermined first period T1 may include a period until the rotation amount of the first rotating body 24 reaches a predetermined first rotation amount. When the predetermined first period T1 includes a period until the rotation amount of the first rotating body 24 reaches a predetermined first rotation amount, preferably, the predetermined first rotation amount is calculated according to the current gear ratio R of the transmission 42. The predetermined first rotation amount is, for example, a value obtained by dividing the predetermined rotation amount by the current gear ratio R of the transmission 42. The predetermined first period T1 may include a period until the rotation amount of the second rotating body 26 reaches a predetermined second rotation amount. The predetermined second rotation amount is, for example, the predetermined rotation amount.

[0077] When switching from one of a plurality of control states to another of the plurality of control states, it may include the case of switching from one of the plurality of control states to another of the plurality of control states in a state where the acceleration B of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is equal to or greater than a predetermined first acceleration B1. In this case, the predetermined condition is satisfied when the acceleration B of the human-powered vehicle 10 becomes less than a predetermined second acceleration B2 that is less than or equal to the predetermined first acceleration B1. Information regarding the predetermined first acceleration B1 and information regarding the predetermined second acceleration B2 are stored in the storage unit 64. The information regarding the predetermined first acceleration B1 and the information regarding the predetermined second acceleration B2 may be set or changed by the user via the control unit 62 or an external device connected to the storage unit 64.

[0078] When switching from one of a plurality of control states to another of the plurality of control states in a state where the acceleration B of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is equal to or greater than a predetermined first acceleration B1, the human-powered vehicle 10 may include an acceleration detection unit 56. The acceleration detection unit 56 is configured to output information regarding the acceleration B in the direction in which the human-powered vehicle 10 travels forward. The acceleration detection unit 56 may include an acceleration sensor and may include a vehicle speed sensor similar to the vehicle speed sensor 46. The acceleration detection unit 56 is connected to the control unit 62 via a wireless communication device or an electric cable. When the acceleration detection unit 56 includes a vehicle speed sensor, the control unit 62 obtains information regarding the acceleration B in the direction in which the human-powered vehicle 10 travels forward by differentiating the vehicle speed V. The vehicle speed sensor included in the acceleration detection unit 56 may be constituted by the vehicle speed sensor 46.

[0079] Referring to FIG. 4, the process in which the control unit 62 suppresses the shifting operation of the transmission 42 is described. For example, when power is supplied to the control unit 62, the control unit 62 starts the process and shifts to step S21 of the flowchart shown in FIG. 4. When the flowchart of FIG. 4 ends, the control unit 62 repeats the process from step S21 after a predetermined period until, for example, the power supply is stopped.

[0080] In step S21, the control unit 62 determines whether the acceleration B is equal to or greater than a first acceleration B1 determined in advance. If the acceleration B is less than the first acceleration B1 determined in advance, the control unit 62 ends the process. If the acceleration B is equal to or greater than the first acceleration B1 determined in advance, the control unit 62 proceeds to step S22.

[0081] In step S22, the control unit 62 determines whether a switch has been made from one of a plurality of control states to another one of the plurality of control states. If a switch has not been made from one of the plurality of control states to another one of the plurality of control states, the control unit 62 ends the process. If a switch has been made from one of the plurality of control states to another one of the plurality of control states, the control unit 62 proceeds to step S23.

[0082] In step S23, the control unit 62 suppresses the shift operation of the transmission 42 and proceeds to step S24. For example, in step S23, the control unit 62 suppresses the shift operation of the transmission 42 by changing the first range and the second range. For example, the control unit 62 suppresses the shift operation of the transmission 42 that increases the gear ratio R by changing a first threshold value P1X determined in advance. For example, the control unit 62 suppresses the shift operation of the transmission 42 that decreases the gear ratio R by changing a second threshold value P2X determined in advance.

[0083] In step S24, the control unit 62 determines whether a predetermined condition is satisfied. The control unit 62 determines that the predetermined condition is satisfied when at least one of the following conditions is met: when a first period T1 determined in advance has elapsed since the switch from one of the plurality of control states to another one of the plurality of control states, and when the acceleration B of the human-powered vehicle 10 becomes less than a second acceleration B2. The control unit 62 may determine that the predetermined condition is satisfied only when the acceleration B of the human-powered vehicle 10 becomes less than the second acceleration B2 determined in advance. If the predetermined condition is not satisfied, the control unit 62 proceeds to step S24. If the predetermined condition is satisfied, the control unit 62 proceeds to step S25.

[0084] In step S25, the control unit 62 releases the suppression of the shifting operation of the transmission 42 and ends the process. For example, the control unit 62 returns the first range and the second range to the first range and the second range before being changed in step S23, and releases the suppression of the shifting operation of the transmission 42.

[0085] <Modification Example> The description of the 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, a modification example of the embodiment shown below, and a form in which at least two non-contradictory modification examples are combined. In the following modification examples, parts common to the form of the embodiment are denoted by the same reference numerals as in the embodiment, and the description thereof is omitted.

[0086] · When switching from one of a plurality of control states to another of the plurality of control states, it includes the case of switching from one of the plurality of control states to another of the plurality of control states in a state where the load E of the rider of the human-powered vehicle 10 is equal to or greater than a first load E1 determined in advance. The predetermined condition may be satisfied when the load E of the rider becomes less than a second load E2 determined in advance and less than or equal to the first load E1 determined in advance. The load E of the rider is represented by, for example, the human driving force. Information regarding the load E of the rider is detected by, for example, the human driving force detection unit 50. The load E of the rider may be detected by a detection unit different from the human driving force detection unit 50. The predetermined first load E1 is, for example, a value in the range where the input driving force on the input rotation shaft 12A is 40 Nm or more and 60 Nm or less. The predetermined first load E1 is, for example, an input driving force of 50 Nm on the input rotation shaft 12A. The predetermined second load E2 is, for example, a value in the range where the input driving force on the input rotation shaft 12A is 10 Nm or more and 20 Nm or less. The load E of the rider may be represented by at least one of the rider's heart rate and pulse. Information regarding the predetermined first load E1 and information regarding the predetermined second load E2 are stored in the storage unit 64. Information regarding the predetermined first load E1 and information regarding the predetermined second load E2 may be set or changed by the user via the control unit 62 or an external device connected to the storage unit 64. The external device includes, for example, a smartphone, a tablet computer, and a personal computer, etc. The control unit 62 may execute, for example, the flowchart shown in FIG. 5 in which step S21 shown in the flowchart of FIG. 4 is replaced by step S31. Regarding the processing similar to that of the flowchart shown in FIG. 4 in the flowchart of FIG. 5, the description will be omitted. For example, when power is supplied to the control unit 62, the control unit 62 starts processing and shifts to step S31 of the flowchart shown in FIG. 5. When the flowchart of FIG. 5 ends, the control unit 62 repeats the processing from step S31 after a predetermined period until, for example, the power supply is stopped. In step S31, the control unit 62 determines whether the load E of the rider is equal to or greater than the predetermined first load E1. When the load E of the rider is equal to or greater than the predetermined first load E1, the control unit 62 shifts to step S22. In step S24 of FIG. 5, the control unit 62 determines that the predetermined condition is satisfied when at least one of the following two conditions is met: when a predetermined first period T1 has elapsed after switching from one of the plurality of control states to another of the plurality of control states, and when the load E of the rider becomes less than the predetermined second load E2. The control unit 62 may determine that the predetermined condition is satisfied when the load E of the rider becomes less than the predetermined second load E2.

[0087] · When switching from one of a plurality of control states to another of the plurality of control states, it includes the case of switching from one of the plurality of control states to another of the plurality of control states in a state where the gradient S of the traveling path of the human-powered vehicle 10 is equal to or greater than a predetermined first gradient S1. The predetermined condition may be satisfied when the gradient S of the traveling path of the human-powered vehicle 10 becomes less than a predetermined second gradient S2 that is equal to or less than the predetermined first gradient S1. Information regarding the gradient S of the traveling path of the human-powered vehicle 10 is detected, for example, by a gradient detection unit included in the detection unit 52. Information regarding the gradient S of the traveling path of the human-powered vehicle 10 may be detected by a detection unit different from the gradient detection unit included in the detection unit 52. The predetermined first gradient S1 is, for example, a value in the range of 2 percent or more and 40 percent or less. The predetermined first gradient S1 is, for example, 5 percent. The predetermined second gradient S2 is, for example, a value in the range of 3 percent or more and 15 percent or less. The predetermined first gradient S1 may be, for example, a value in the range of 20 percent or more and 40 percent or less. The predetermined first gradient S1 may be, for example, 25 percent. The predetermined second gradient S2 may be, for example, a value in the range of 5 percent or more and 15 percent or less. Information regarding the predetermined first gradient S1 and information regarding the predetermined second gradient S2 are stored in the storage unit 64. Information regarding the predetermined first gradient S1 and information regarding the predetermined second gradient S2 may be set or changed by the user via the control unit 62 or an external device connected to the storage unit 64. The predetermined first gradient S1 and the predetermined second gradient S2 may each be, for example, 5 percent. When switching from one of a plurality of control states to another of the plurality of control states, in a state where the load E of the rider of the human-powered vehicle 10 is equal to or greater than a first load E1 determined in advance, it includes the case where the switching is from one of the plurality of control states to another of the plurality of control states and the crank provided in the human-powered vehicle 10 is rotating. The predetermined condition may be satisfied when the load E of the rider becomes less than a second load E2 determined in advance and less than or equal to the first load E1 determined in advance. The control unit 62 may execute, for example, the flowchart shown in FIG. 6 in which step S32 is added to the flowchart shown in FIG. 5. In the flowchart of FIG. 6, the description of the same processing as the flowcharts shown in FIGS. 4 and 5 is omitted. The control unit 62 starts processing and moves to step S31 of the flowchart shown in FIG. 6 when, for example, power is supplied to the control unit 62. When the flowchart of FIG. 6 ends, the control unit 62 repeats the processing from step S31 at a predetermined cycle until, for example, the power supply is stopped. In step S22 of FIG. 6, when the determination of the control unit 62 is YES, the control unit 62 moves to step S32. In step S32, the control unit 62 determines whether the crank 12 is rotating. If the crank 12 is not rotating, the control unit 62 ends the process. If the crank 12 is rotating, the control unit 62 moves to step S23. In the flowchart of FIG. 6, the determination process of step S32 may be executed before the determination process of step S31 or before the determination process of step S22. The control unit 62 may execute, for example, the flowchart shown in FIG. 7 in which step S21 in the flowchart shown in FIG. 4 is replaced with step S41. For the same processes as those in the flowchart shown in FIG. 4 in the flowchart of FIG. 7, the description will be omitted. For example, when power is supplied to the control unit 62, the control unit 62 starts processing and shifts to step S41 of the flowchart shown in FIG. 7. When the flowchart of FIG. 7 ends, the control unit 62 repeats the processing from step S41 at a predetermined cycle until, for example, the power supply is stopped. In step S41, the control unit 62 determines whether or not the gradient S is equal to or greater than a predetermined first gradient S1. When the gradient S is equal to or greater than the predetermined first gradient S1, the control unit 62 shifts to step S22. In step S24 of FIG. 7, when at least one of the following conditions is met: when a predetermined first period T1 has elapsed after switching from one of a plurality of control states to another one of the plurality of control states, and when the gradient S of the traveling path of the human-powered vehicle 10 is less than a predetermined second gradient S2, the control unit 62 determines that a predetermined condition is satisfied. When the gradient S of the traveling path of the human-powered vehicle 10 is less than the predetermined second gradient S2, the control unit 62 may determine that the predetermined condition is satisfied.

[0088] · When switching from one of a plurality of control states to another one of the plurality of control states, it includes the case of switching from one of a plurality of control states to another one of the plurality of control states in a state where the pitch angle D of the human-powered vehicle 10 is equal to or greater than a predetermined first pitch angle D1. The predetermined condition may be satisfied when the pitch angle D of the human-powered vehicle 10 becomes less than a predetermined second pitch angle D2 that is equal to or less than the predetermined first pitch angle D1. Information regarding the pitch angle D of the human-powered vehicle 10 is detected, for example, by an inclination detection unit included in the detection unit 52. Information regarding the pitch angle D of the human-powered vehicle 10 may be detected by a detection unit different from the inclination detection unit included in the detection unit 52. The predetermined first pitch angle D1 is, for example, a value in the range of 2 degrees or more and 20 degrees or less. The predetermined first pitch angle D1 is, for example, 2.86 degrees. The predetermined second pitch angle D2 is, for example, a value in the range of 2 degrees or more and 9 degrees or less. The predetermined first pitch angle D1 may be, for example, a value in the range of 10 degrees or more and 20 degrees or less. The predetermined first pitch angle D1 may be, for example, 14 degrees. The predetermined second pitch angle D2 may be, for example, a value in the range of 3 degrees or more and 9 degrees or less. Information regarding the predetermined first pitch angle D1 and information regarding the predetermined second pitch angle D2 are stored in the storage unit 64. Information regarding the predetermined first pitch angle D1 and information regarding the predetermined second pitch angle D2 may be set or changed by the user via the control unit 62 or an external device connected to the storage unit 64. The predetermined first pitch angle D1 and the predetermined second pitch angle D2 may each be, for example, 2.86 degrees. The control unit 62 may execute, for example, the flowchart shown in FIG. 8 in which step S21 in the flowchart shown in FIG. 4 is replaced with step S41. Regarding the same processing as the flowchart shown in FIG. 4 in the flowchart of FIG. 8, the description will be omitted. The control unit 62 starts processing and moves to step S51 of the flowchart shown in FIG. 8, for example, when power is supplied to the control unit 62. When the flowchart of FIG. 8 ends, the control unit 62 repeats the processing from step S51 at a predetermined cycle until, for example, the power supply is stopped. In step S51, the control unit 62 determines whether the pitch angle D is equal to or greater than the predetermined first pitch angle D1. When the pitch angle D is equal to or greater than the predetermined first pitch angle D1, the control unit 62 moves to step S22. In step S24 of FIG. 8, when at least one of the following conditions is satisfied: when a predetermined first period T1 has elapsed after the control unit 62 switches from one of a plurality of control states to another one of the plurality of control states, and when the pitch angle D of the human-powered vehicle 10 becomes less than a predetermined second pitch angle D2, the control unit 62 determines that a predetermined condition is satisfied. The control unit 62 may determine that the predetermined condition is satisfied when the pitch angle D of the human-powered vehicle 10 becomes less than the predetermined second pitch angle D2.

[0089] · If the control unit 62 is configured to suppress the shifting operation of the transmission 42 until a predetermined condition is satisfied when switching from one of a plurality of control states to another one of the plurality of control states, other configurations may be omitted. For example, the control unit 62 may execute the flowchart of FIG. 9 in which step S21 shown in the flowchart of FIG. 4 is omitted. For example, when power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S22 of the flowchart shown in FIG. 9. When the flowchart of FIG. 9 ends, the control unit 62 repeats the processing from step S22 at a predetermined cycle until, for example, the power supply is stopped. In step S24 of FIG. 9, when a predetermined first period T1 has elapsed after the control unit 62 switches from one of a plurality of control states to another one of the plurality of control states, the control unit 62 determines that a predetermined condition is satisfied.

[0090] · When switching from one of a plurality of control states to another one of the plurality of control states, it may include the case where the assist level by the motor 38 decreases. When switching from one of a plurality of control states to another one of the plurality of control states, it may include both the case where the assist level by the motor 38 increases and the case where it decreases.

[0091] · The control unit 62 may suppress the shifting operation of the transmission 42 that decreases the gear ratio R. For example, when the control unit 62 controls the transmission 42 to change the gear ratio R according to the rotational speed C of the crank 12, the control unit 62 suppresses the shifting operation of the transmission 42 that decreases the gear ratio R by decreasing the first upper limit threshold value P1X1 and the first lower limit threshold value P1X2 in the first range by a third value. For example, when the control unit 62 controls the transmission 42 to change the gear ratio R according to the input driving force, the control unit 62 suppresses the shifting operation of the transmission 42 that decreases the gear ratio R by increasing the first upper limit threshold value P1X1 and the first lower limit threshold value P1X2 in the first range by a fourth value.

[0092] · When the control unit 62 switches from one of a plurality of control states to another one of the plurality of control states, the control unit 62 may prohibit the shifting operation of the transmission 42 until a predetermined condition is satisfied. In this case, for example, when the control unit 62 switches from one of a plurality of control states to another one of the plurality of control states, the control unit 62 may prohibit the shifting operation of the transmission 42 even if the shifting operation device is operated. The shifting operation device is provided separately from the operation device 54, for example. The shifting operation device includes, for example, an electric switch that can be manually operated by a rider's finger. The shifting operation device may include, for example, a smartphone. The shifting operation device may be electrically connected to the control unit 62 via an electric cable, or may be connected to the control unit 62 by wireless communication.

[0093] · Instead of, or in addition to, the operation of the operation device 54 by the rider, the control unit 62 may be configured to automatically change a predetermined assist level according to at least one of the running state of the human-powered vehicle 10 and the running environment of the human-powered vehicle 10.

[0094] · A control system for a human-powered vehicle may be configured to include at least one of a vehicle speed sensor 46, a crank rotation sensor 48, an input driving force detection unit 50, a detection unit 52, an acceleration detection unit 56, an operation device 54, a transmission 42, and a battery 36, and a control device 60.

[0095] 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

[0096] 10... Manually driven vehicle, 12... Crank, 14... Wheel, 38... Motor, 42... Transmission, 60... Control device, 62... Control unit, 70... Input unit.

Claims

1. A control device for a human-powered vehicle, comprising a control unit configured to control a transmission of the human-powered vehicle, the human-powered vehicle comprising a motor configured to apply a driving force to the human-powered vehicle and the transmission, the motor being configured to be controlled by switching between a plurality of control states, the control unit being configured to suppress a shifting operation of the transmission until a predetermined condition is satisfied when switching from one of the plurality of control states to another one of the plurality of control states.

2. The control unit is configured to cause the transmission to change a gear ratio according to at least one of a traveling state of the human-powered vehicle and a traveling environment of the human-powered vehicle, the control device according to claim 1.

3. The control unit is configured to control the transmission according to a first parameter related to a traveling state of the human-powered vehicle and a predetermined first threshold value, and configured to suppress the shifting operation of the transmission by changing the predetermined first threshold value, the control device according to claim 2.

4. The control unit is configured to control the transmission according to a second parameter related to a traveling environment of the human-powered vehicle and a predetermined second threshold value, and configured to suppress the shifting operation of the transmission by changing the predetermined second threshold value, the control device according to claim 2 or 3.

5. The predetermined condition is satisfied when a predetermined first period has elapsed after switching from one of the plurality of control states to another one of the plurality of control states, the control device according to any one of claims 1 to 4.

6. The control device according to claim 5, wherein the predetermined first period includes a predetermined first time.

7. The control device according to claim 6, wherein the predetermined first time is 1 second or more and 5 seconds or less.

8. The control device according to any one of claims 5 to 7, wherein the predetermined first period includes a period until the rotation amount of the wheels of the human-powered vehicle reaches a predetermined rotation amount.

9. The control device according to claim 8, wherein the predetermined rotation amount is 360 degrees or more and 3600 degrees or less.

10. In the case of switching from one of the plurality of control states to another one of the plurality of control states, it includes the case of switching from one of the plurality of control states to another one of the plurality of control states when the acceleration of the human-powered vehicle in the traveling direction is in a state of being equal to or higher than a predetermined first acceleration. The control device according to any one of claims 1 to 9, wherein the predetermined condition is satisfied when the acceleration of the human-powered vehicle becomes less than a predetermined second acceleration that is less than or equal to the predetermined first acceleration.

11. In the case of switching from one of the plurality of control states to another one of the plurality of control states, it includes the case of switching from one of the plurality of control states to another one of the plurality of control states when the load on the rider of the human-powered vehicle is in a state of being equal to or higher than a predetermined first load. The control device according to any one of claims 1 to 10, wherein the predetermined condition is satisfied when the load on the rider becomes less than a predetermined second load that is less than or equal to the predetermined first load.

12. In the case of switching from one of the plurality of control states to another one of the plurality of control states, it includes the case of switching from one of the plurality of control states to another one of the plurality of control states when the load on the rider of the human-powered vehicle is in a state of being equal to or higher than a predetermined first load and the crank provided on the human-powered vehicle is rotating. The predetermined condition is satisfied when the load on the rider is less than a predetermined second load that is less than or equal to the predetermined first load, the control according to any one of claims 1 to 10. device.

13. In the case of switching from one of the plurality of control states to another one of the plurality of control states, it includes the case of switching from one of the plurality of control states to another one of the plurality of control states in a state where the gradient of the traveling road of the human-powered vehicle is equal to or greater than a predetermined first gradient. The predetermined condition is satisfied when the gradient of the traveling road of the human-powered vehicle is less than a predetermined second gradient that is less than or equal to the predetermined first gradient, the control device according to any one of claims 1 to 12.

14. In the case of switching from one of the plurality of control states to another one of the plurality of control states, it includes the case of switching from one of the plurality of control states to another one of the plurality of control states in a state where the pitch angle of the human-powered vehicle is equal to or greater than a predetermined first pitch angle. The predetermined condition is satisfied when the pitch angle of the human-powered vehicle is less than a predetermined second pitch angle that is less than or equal to the predetermined first pitch angle, the control device according to any one of claims 1 to 13.

15. In a plurality of control states, the assist levels by the motor are different from each other. In the case of switching from one of the plurality of control states to another one of the plurality of control states, it includes the case where the assist level by the motor increases, the control device according to any one of claims 1 to 14.

16. The shifting operation of the transmission includes a shifting operation in which the transmission increases the gear ratio, the control device according to any one of claims 1 to 15.

17. The shifting operation of the transmission includes a shifting operation in which the transmission decreases the gear ratio, the control device according to any one of claims 1 to 16.

18. The shifting operation of the transmission includes only the first shifting operation in which the transmission increases the gear ratio and the second shifting operation in which the transmission decreases the gear ratio, and the control device according to any one of claims 1 to 15.

19. The control unit is configured to control the motor, and the control device according to any one of claims 1 to 18.

20. The control device further includes an input unit configured to receive information regarding the plurality of control states. The control unit is configured to obtain the information regarding the plurality of control states via the input unit, and the control device according to any one of claims 1 to 19.

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