Control device for human-powered vehicles

Abstract

To provide a controller for a human-powered vehicle, that suitably controls a transmission.SOLUTION: A controller for a human-powered vehicle includes a control unit for controlling a transmission which changes a transmission gear ratio of the human-powered vehicle. The control unit is configured to be switchable between a first control state for controlling the transmission so that the transmission gear ratio changes according to a first prescribed condition, and a second control state for controlling the transmission so that changes in the transmission gear ratio are restricted more than in the first control state, in accordance with at least one state out of: a motion state of a vehicle body of the human-powered vehicle; a steering state of the human-powered vehicle; a surface state of a track traveled by the human-powered vehicle; and a pedaling preparatory state related to pedals of the human-powered vehicle.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] The control device for a human-powered vehicle disclosed in Patent Document 1 controls the transmission in accordance with predetermined conditions to change the gear ratio. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Special Publication No. 10-511621 Summary of the Invention [Problem to be solved by the invention]

[0004] The above-described control device for a human-powered vehicle does not take into consideration cases where it is not desirable to change the gear ratio. An object of the present invention is to provide a control device for a human-powered vehicle that can suitably control a transmission. [Means for solving the problem]

[0005] A control device for a human-powered vehicle according to a first aspect of the present invention includes a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, and the control unit is configured to be able to switch between a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change of the gear ratio more than in the first control state, depending on at least one of the motion state of the body of the human-powered vehicle, the steering state of the human-powered vehicle, the surface state of the road on which the human-powered vehicle is traveling, and the pedaling preparation state of the pedals of the human-powered vehicle. The control device for a human-powered vehicle according to the first aspect can switch to a first control state or a second control state that is suitable for at least one of the motion state of the body of the human-powered vehicle, the steering state of the human-powered vehicle, the surface state of the road on which the human-powered vehicle is traveling, and the pedaling preparation state of the pedals of the human-powered vehicle, thereby enabling the transmission to be controlled in a suitable manner.

[0006] In the control device for a human-powered vehicle of a second aspect according to the first aspect, the motion state includes at least one of an attitude of the vehicle body relative to the roadway and a change in the attitude. According to the control device for a human-powered vehicle of the second aspect, it is possible to switch to a first control state or a second control state that is suitable for at least one of the attitude of the vehicle body relative to the roadway and changes in attitude.

[0007] In a control device for a human-powered vehicle of a third aspect according to the second aspect, the control unit switches between the first control state and the second control state in response to an output of a first detection unit that detects at least one of a yaw angle of the vehicle body and a roll angle of the vehicle body as information relating to the motion state. According to the control device for a human-powered vehicle of the third aspect, information relating to the state of motion can be suitably detected by the first detection unit that detects at least one of the yaw angle and roll angle of the vehicle body.

[0008] In a control device for a human-powered vehicle of a fourth aspect according to the third aspect, the control unit switches to the second control state when, in the first control state, at least one of the yaw angle of the vehicle body and the roll angle of the vehicle body is greater than a first angle. According to the control device for a human-powered vehicle of the fourth aspect, when at least one of the yaw angle of the vehicle body and the roll angle of the vehicle body is greater than the first angle, changes in the gear ratio can be suppressed.

[0009] In a control device for a human-powered vehicle of a fifth aspect according to the third or fourth aspect, the control unit switches to the second control state when, in the first control state, at least one of the yaw angle of the vehicle body and the roll angle of the vehicle body repeatedly increases and decreases within a first period. According to the control device for a human-powered vehicle of the fifth aspect, when at least one of the yaw angle of the vehicle body and the roll angle of the vehicle body repeatedly increases and decreases within the first period, changes in the gear ratio can be suppressed.

[0010] In a control device for a human-powered vehicle of a sixth aspect according to any one of the second to fifth aspects, the control unit switches between the first control state and the second control state according to the output of a second detection unit that detects at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount as information relating to the motion state, and the control unit switches to the second control state when, in the first control state, at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount repeatedly increases and decreases within a second period. According to the human-powered vehicle control device of the sixth aspect, when at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount repeatedly increases and decreases within the second period, it is possible to suppress changes in the gear ratio. Furthermore, at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount can be suitably detected by the second detection unit.

[0011] In a seventh aspect of the control device for a human-powered vehicle according to any one of the second to sixth aspects, the control unit switches between the first control state and the second control state according to the output of a third detection unit that detects the contact state of the wheels of the human-powered vehicle with the roadway as information relating to the motion state, and the control unit switches to the second control state when the wheels leave the roadway in the first control state. According to the seventh aspect of the present invention, the control device for a human-powered vehicle can suppress changes in the gear ratio when the wheels leave the roadway. Also, the third detection unit can effectively detect the contact state of the wheels of the human-powered vehicle with the roadway.

[0012] In a control device for a human-powered vehicle of an eighth aspect according to any one of the first to seventh aspects, the control unit switches between the first control state and the second control state according to the output of a fourth detection unit that detects a first parameter that changes with changes in the rider's posture as information regarding the movement state, and the control unit switches to the second control state when, in the first control state, the first parameter reaches a state corresponding to the rider standing up to pedal. According to the human-powered vehicle control device of the eighth aspect, when the first parameter reaches a state corresponding to the rider standing up to pedal, the change in gear ratio can be suppressed. Also, the fourth detection unit can effectively detect changes in the rider's posture.

[0013] In a control device for a human-powered vehicle of a ninth aspect according to the eighth aspect, the first parameter includes a human-powered driving force input to the human-powered vehicle, and the control unit switches to the second control state in at least one of the following cases: when, in the first control state, the magnitude of the human-powered driving force becomes equal to or greater than a first value; and when a relationship between a change in the human-powered driving force and a change in the phase of the crank of the human-powered vehicle becomes a predetermined relationship. According to the control device for a human-powered vehicle of the ninth aspect, changes in the gear ratio can be suppressed in at least one of the following cases: when the magnitude of the human-powered driving force becomes equal to or greater than a first value; and when the relationship between the change in the human-powered driving force and the change in the phase of the crank of the human-powered vehicle becomes a predetermined relationship.

[0014] In a tenth aspect of the control device for a human-powered vehicle according to the eighth or ninth aspect, the first parameter includes a roll angle of the vehicle body, and the control unit switches to the second control state when, in the first control state, the amount of change in the roll angle is greater than a predetermined amount of change. According to the control device for a human-powered vehicle of the tenth aspect, when the amount of change in the roll angle is greater than a predetermined amount of change, the change in the gear ratio can be suppressed.

[0015] In a control device for a human-powered vehicle of an eleventh aspect according to any one of the first to tenth aspects, the control unit switches between the first control state and the second control state in accordance with the output of a fifth detection unit that detects the steering angle of a steering wheel of the human-powered vehicle as information relating to the steering state. According to the control device for a human-powered vehicle of the eleventh aspect, the steering angle of the steering wheel of the human-powered vehicle can be suitably detected by the fifth detection section.

[0016] In a control device for a human-powered vehicle according to a twelfth aspect in accordance with the eleventh aspect, the control unit switches to the second control state when the steering angle is larger than the first steering angle in the first control state. According to the control device for a human-powered vehicle of the twelfth aspect, when the steering angle is larger than the first steering angle, changes in the gear ratio can be suppressed.

[0017] In the control device for a human-powered vehicle of a thirteenth aspect according to the eleventh or twelfth aspect, the control unit switches to the second control state when, in the first control state, the steering angle repeatedly increases and decreases within a third period. According to the control device for a human-powered vehicle of the thirteenth aspect, when the steering angle repeatedly increases and decreases within the third period, changes in the gear ratio can be suppressed.

[0018] In the control device for a human-powered vehicle of a fourteenth aspect according to any one of the first to thirteenth aspects, the control unit switches between the first control state and the second control state according to the steering state in accordance with the output of a sixth detection unit that detects the grip state of the handle of the human-powered vehicle by the rider. According to the control device for a human-powered vehicle of the fourteenth aspect, the sixth detection section can suitably detect the grip state of the handle of the human-powered vehicle by the rider.

[0019] In the control device for a human-powered vehicle of a fifteenth aspect according to the fourteenth aspect, the control unit switches to the second control state when at least one hand of the rider is not gripping the handlebars in the first control state. According to the control device for a human-powered vehicle of the fifteenth aspect, when at least one hand of the rider is not gripping the handlebars, changes in the gear ratio can be suppressed.

[0020] In a control device for a human-powered vehicle of a sixteenth aspect according to any one of the first to fifteenth aspects, the control unit switches between the first control state and the second control state in accordance with the output of a seventh detection unit that detects a friction coefficient of the surface of the road or a second parameter correlated with the friction coefficient as information relating to the surface condition of the road. According to the control device for a human-powered vehicle of the sixteenth aspect, the coefficient of friction of the surface of the road or the coefficient of friction can be suitably detected by the seventh detection section.

[0021] In the control device for a human-powered vehicle of a seventeenth aspect according to the sixteenth aspect, the control unit switches to the second control state when the second parameter is equal to or greater than a predetermined value in the first control state. According to the control device for a human-powered vehicle of the seventeenth aspect, when the second parameter is equal to or greater than a predetermined value, changes in the gear ratio can be suppressed.

[0022] In the control device for a human-powered vehicle of an 18th aspect according to any one of the first to seventeenth aspects, the control unit switches between the first control state and the second control state in response to the output of an eighth detection unit that detects the connection between the rider's shoes and the shoe connection mechanism of the pedal as information relating to the pedaling preparation state. According to the control device for a human-powered vehicle of the eighteenth aspect, the eighth detector can suitably detect the connection of the pedal with the shoe connecting mechanism.

[0023] In the control device for a human-powered vehicle of a 19th aspect according to the 18th aspect, the control unit switches to the second control state when at least one shoe of the rider is detached from the shoe connecting mechanism in the first control state. According to the control device for a human-powered vehicle of the nineteenth aspect, when at least one of the rider's shoes is detached from the shoe connecting mechanism, changes in the gear ratio can be suppressed.

[0024] In the control device for a human-powered vehicle of a twentieth aspect according to any one of the first to nineteenth aspects, the first predetermined condition includes a traveling state and a traveling environment of the human-powered vehicle. According to the control device for a human-powered vehicle of the twentieth aspect, in the first control state, the transmission can be suitably controlled in accordance with the running state and running environment of the human-powered vehicle.

[0025] In the control device for a human-powered vehicle of a 21st aspect according to any one of the 1st to 20th aspects, the control unit controls the transmission in the second control state so as not to change the gear ratio in accordance with the first predetermined condition. According to the control device for a human-powered vehicle of the twenty-first aspect, in the second control state, changes in the gear ratio can be further suppressed.

[0026] In the control device for a human-powered vehicle of a 22nd aspect according to the 21st aspect, the control unit controls the transmission to change the gear ratio when a parameter related to the running state and running environment of the human-powered vehicle falls outside a first range in the first control state, and controls the transmission to change the gear ratio when the parameter falls outside a second range wider than the first range in the second control state. According to the control device for a human-powered vehicle of the twenty-second aspect, in the second control state, changes in the gear ratio can be further suppressed.

[0027] A control device for a human-powered vehicle according to a 23rd aspect of the present invention includes a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, and the control unit is configured to be able to switch between a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change of the gear ratio more than in the first control state, in accordance with a second predetermined condition, and the control unit is configured to be able to select, in accordance with an instruction from the rider, either a first mode in which the first control state is switched to the second control state in accordance with the establishment of the second predetermined condition, or a second mode in which the first control state is maintained even when the second predetermined condition is established. According to the control device for a human-powered vehicle of the twenty-third aspect, the rider can select between the first mode and the second mode. [Effects of the Invention]

[0028] The control device for a human-powered vehicle of the present invention can suitably control the transmission. [Brief explanation of the drawings]

[0029] [Figure 1] 1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to an embodiment; [Figure 2] FIG. 2 is a block diagram showing the electrical configuration of the control device for a human-powered vehicle according to the embodiment. [Figure 3] 3 is a flowchart of a process for changing the gear ratio in a first control state, which is executed by the control unit of FIG. 2; [Figure 4] 3 is a flowchart of a process for changing the gear ratio in a second control state, which is executed by the control unit of FIG. 2; [Figure 5] 3 is a flowchart of a process for switching between a first control state and a second control state in a first example, which is executed by the control unit in FIG. 2; [Figure 6] 10 is a flowchart of a process for switching between the first control state and the second control state in a second example, which is executed by the control unit in FIG. 2; [Figure 7] 10 is a flowchart of a process for switching between the first control state and the second control state in a third example executed by the control unit in FIG. 2; [Figure 8] 10 is a flowchart of a process for switching between the first control state and the second control state in another example of the third example, which is executed by the control unit in FIG. 2; [Figure 9] 10 is a flowchart of a process for switching between the first control state and the second control state in a fourth example, which is executed by the control unit in FIG. 2; [Figure 10] 10 is a flowchart of a process for switching between the first control state and the second control state in a fifth example executed by the control unit in FIG. 2; [Figure 11] 10 is a flowchart of a process for switching between the first control state and the second control state in another example of the fifth example, which is executed by the control unit in FIG. 2; [Figure 12] 10 is a flowchart of a process for switching between the first control state and the second control state in a sixth example executed by the control unit in FIG. 2; [Figure 13] 10 is a flowchart of a process for switching between the first control state and the second control state in another example of the sixth example, which is executed by the control unit in FIG. [Figure 14] 10 is a flowchart of a process for switching between the first control state and the second control state in a seventh example, which is executed by the control unit in FIG. [Figure 15] 10 is a flowchart of a process for switching between the first control state and the second control state in an eighth example, which is executed by the control unit in FIG. [Figure 16] 10 is a flowchart of a process for switching between the first control state and the second control state in a ninth example, which is executed by the control unit in FIG. [Figure 17] 10 is a flowchart of a process executed by the control unit of FIG. 2 to switch between the first control state and the second control state when the first mode and the second mode are selectable. DETAILED DESCRIPTION OF THE INVENTION

[0030] (Embodiment) A human-powered vehicle control device 50 according to an embodiment will be described with reference to FIGS. 1 to 16. Hereinafter, the human-powered vehicle control device 50 will be simply referred to as the control device 50. The control device 50 is provided in a human-powered vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven at least by human-powered driving force. Examples of human-powered vehicles 10 include bicycles. The number of wheels of human-powered vehicles 10 is not limited, and the examples include unicycles and vehicles with three or more wheels. Examples of human-powered vehicles 10 include various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bikes, as well as electrically assisted bicycles (E-bikes). In the following embodiments, the human-powered vehicle 10 will be described as a bicycle.

[0031] As shown in FIG. 1, a human-powered vehicle 10 includes a body 12, a crank 14, and a drive wheel 16. The body 12 includes a frame 18, a front fork 20, a handlebar 22A, and a stem 22B. A human-powered driving force H is input to the crank 14. The crank 14 includes a crankshaft 14A that is rotatable relative to the frame 18 and crank arms 14B that are respectively provided at axial ends of the crankshaft 14A. Pedals 24 are connected to each crank arm 14B. The drive wheel 16 is driven by rotation of the crank 14. The drive wheel 16 is supported by the frame 18. The crank 14 and the drive wheel 16 are connected by a drive mechanism 26. The drive mechanism 26 includes a first rotor 28 that is coupled to the crankshaft 14A. The crankshaft 14A and the first rotor 28 may be coupled via a first one-way clutch. The first one-way clutch is configured to rotate the first rotating body 28 forward when the crank 14 rotates forward, and to prevent the first rotating body 28 from rotating backward when the crank 14 rotates backward. The first rotating body 28 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 26 further includes a second rotating body 30 and a connecting member 32. The connecting member 32 transmits the rotational force of the first rotating body 28 to the second rotating body 30. The connecting member 32 includes, for example, a chain, a belt, or a shaft.

[0032] The second rotating body 30 is connected to the drive wheel 16. The second rotating body 30 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 30 and the drive wheel 16. The second one-way clutch is configured to rotate the drive wheel 16 forward when the second rotating body 30 rotates forward, and to prevent the drive wheel 16 from rotating backward when the second rotating body 30 rotates backward.

[0033] The human-powered vehicle 10 includes a front wheel and a rear wheel. The front wheel is attached to a frame 18 via a front fork 20. A handlebar 22A is connected to the front fork 20 via a stem 22B. In the following embodiment, the rear wheel is described as the drive wheel 16, but the front wheel may also be the drive wheel 16.

[0034] The human-powered vehicle 10 includes a transmission 34. The transmission 34 is configured to be driven by an electric actuator 36 (see FIG. 2). The transmission 34, together with the electric actuator 36, constitutes a transmission device. The electric actuator 36 includes an electric motor. The transmission 34 is used to change the gear ratio R of the rotational speed of the drive wheels 16 relative to the rotational speed N of the crank 14. The transmission 34 is configured to change the gear ratio R in stages. The electric actuator 36 causes the transmission 34 to perform a gear shifting operation. The transmission 34 is controlled by a control unit 52 of the control device 50. The electric actuator 36 is connected to the control unit 52 so as to be able to communicate with the control unit 52 via wired or wireless communication. The electric actuator 36 can communicate with the control unit 52 via power line communication (PLC), for example. The electric actuator 36 causes the transmission 34 to perform a gear shifting operation in response to a control signal from the control unit 52. The transmission 34 includes at least one of an internal transmission and an external transmission (derailleur). The transmission 34 includes at least one of a rear transmission 34A and a front transmission. The rear transmission 34A changes the ratio of the rotational speed of the drive wheel 16 to the rotational speed N of the crank 14. Specifically, the rear transmission 34A changes the ratio of the rotational radius of the second rotating body 30 connected to the connecting member 32 to the rotational radius of the drive wheel 16. The transmission 34 may include a front transmission. The front transmission changes the ratio of the rotational speed of the drive wheel 16 to the rotational speed N of the crank 14. Specifically, the front transmission changes the ratio of the rotational radius of the first rotating body 28 connected to the connecting member 32 to the rotational radius of the crank 14. The transmission 34 may include both the rear transmission 34A and the front transmission.

[0035] The human-powered vehicle 10 may include a shock absorber 38. The shock absorber 38 includes at least one of a first shock absorber 40 and a second shock absorber 42. The shock absorber 38 absorbs shocks applied to the wheels. The first shock absorber 40 is configured to be provided between the frame 18 of the human-powered vehicle 10 and the rear wheel. The first shock absorber 40 absorbs shocks applied to the rear wheel. The first shock absorber 40 includes a first portion 40A and a second portion 40B fitted into the first portion 40A and movable relative to the first portion 40A. The first shock absorber 40 may be a hydraulic suspension or an air suspension. The second shock absorber 42 is configured to be provided between the frame 18 of the human-powered vehicle 10 and the front wheel. More specifically, the second shock absorber 42 is provided on the front fork 20. The second shock absorber 42 absorbs shocks applied to the front wheel. The second buffering portion 42 includes a first portion 42A and a second portion 42B that is fitted into the first portion 42A and is movable relative to the first portion 42A. The second buffering portion 42 may be a hydraulic suspension or an air suspension.

[0036] As shown in FIG. 2, the human-powered vehicle 10 further includes a battery 44. The battery 44 includes one or more battery cells. The battery cells include rechargeable batteries. The battery 44 is provided in the human-powered vehicle 10 and supplies power to other electrical components that are electrically connected to the battery 44 by wire, such as the transmission 34 and the control device 50. The battery 44 is connected to a control unit 52 of the control device 50 so as to be able to communicate with the control unit 52 by wire or wirelessly. The battery 44 can communicate with the control unit 52 by, for example, power line communication (PLC). The battery 44 may be attached to the outside of the frame 18, or at least a portion of it may be housed inside the frame 18.

[0037] The human-powered vehicle control device 50 includes a control unit 52. The control unit 52 includes an arithmetic processing device that executes a predetermined control program. The arithmetic processing device includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 52 may include one or more microcomputers. The control unit 52 may include multiple arithmetic processing devices that are located at multiple locations. The control device 50 further includes a memory unit 54. The memory unit 54 stores various control programs and information used for various control processes. The memory unit 54 includes, for example, a non-volatile memory and a volatile memory. The control unit 52 and the memory unit 54 are provided in, for example, the transmission 34.

[0038] The control unit 52 controls the transmission 34 to change the gear ratio R of the human-powered vehicle 10. The control unit 52 is configured to be able to switch between a first control state and a second control state in response to at least one of the motion state of the body 12 of the human-powered vehicle 10, the steering state of the human-powered vehicle 10, the surface state of the road on which the human-powered vehicle 10 is traveling, and the pedaling preparation state of the pedals 24 of the human-powered vehicle 10. In the first control state, the control unit 52 controls the transmission 34 to change the gear ratio R in response to a first predetermined condition. In the second control state, the control unit 52 controls the transmission 34 to suppress changes in the gear ratio R more than in the first control state. When the transmission 34 includes both a rear transmission 34A and a front transmission, the control unit 52 may control only one of the rear transmission 34A and the front transmission, or may control at least one of the rear transmission 34A and the front transmission, in response to the first predetermined condition.

[0039] The motion state of the body 12 of the human-powered vehicle 10 indicates a state that affects the kinetic energy of the body 12 of the human-powered vehicle 10. The motion state of the body 12 of the human-powered vehicle 10 includes, for example, at least one of the attitude of the body 12 with respect to the road, a change in the attitude of the body 12 with respect to the road, the contact state of the wheels of the human-powered vehicle 10 with the road, the attitude of the rider, and a change in the attitude of the rider. The steering state of the human-powered vehicle 10 indicates a state related to the operation of the handlebars 22A by the rider. The steering state of the human-powered vehicle 10 includes at least one of the steering angle SA of the handlebars 22A of the human-powered vehicle 10 and the grip state of the handlebars 22A of the human-powered vehicle 10 by the rider. The surface condition of the road on which the human-powered vehicle 10 travels indicates the surface condition of the road that affects the behavior of the human-powered vehicle 10. The surface condition of the road on which the human-powered vehicle 10 travels includes, for example, at least one of the coefficient of friction of the road surface, the wetness of the road, the snow accumulation on the road, and the pavement condition of the road. The pedaling readiness state of the pedals 24 of the human-powered vehicle 10 indicates the state of equipment related to pedaling of at least one of the human-powered vehicle 10 and the rider. The pedaling readiness state of the pedals 24 of the human-powered vehicle 10 includes, for example, at least one of the state of connection between the rider's shoes and the shoe connection mechanisms of the pedals 24, the type of shoe connection part that connects with the shoe connection mechanism, and the deterioration state of the shoe connection part.

[0040] The first predetermined condition includes the driving state and driving environment of the human-powered vehicle 10. In the first control state, when a parameter P related to the driving state and driving environment of the human-powered vehicle 10 falls outside a first range, the control unit 52 controls the transmission 34 to change the gear ratio R. The parameter P includes, for example, at least one of the rotation speed N of the crank 14, the human-powered driving force H, and the road surface gradient. It is preferable that the control device 50 further includes a detection unit 56 for detecting the parameter P. When the parameter P falls outside the first range, it is preferable that the control unit 52 controls the transmission 34 so that the parameter P falls within the first range.

[0041] When the parameter P includes the rotation speed N of the crank 14, the control unit 52 controls the transmission 34 to increase the gear ratio R when the rotation speed N of the crank 14 becomes greater than the upper limit value of the first range, and controls the transmission 34 to decrease the gear ratio R when the rotation speed N of the crank 14 becomes less than the lower limit value of the first range. In this case, the detection unit 56 includes a crank rotation sensor 56A.

[0042] The crank rotation sensor 56A is used to detect the rotation speed N of the crank 14 of the human-powered vehicle 10. The crank rotation sensor 56A is attached to, for example, the frame 18 of the human-powered vehicle 10. The crank rotation sensor 56A includes a magnetic sensor that outputs a signal corresponding to the strength of a magnetic field. An annular magnet, whose magnetic field strength varies circumferentially, is provided on the crankshaft 14A or on the power transmission path from the crankshaft 14A to the first rotating body 28. The crank rotation sensor 56A is connected to the control unit 52 so as to be able to communicate with the control unit 52 via wire or wirelessly. The crank rotation sensor 56A outputs a signal corresponding to the rotation speed N of the crank 14 to the control unit 52. The crank rotation sensor 56A may be provided on a member that rotates integrally with the crankshaft 14A in the power transmission path of the human-powered driving force H from the crankshaft 14A to the first rotating body 28. For example, if a first one-way clutch is not provided between the crankshaft 14A and the first body of revolution , the crank rotation sensor 56A may be provided on the first body of revolution .

[0043] When the parameter P includes the manual driving force H, the control unit 52 controls the transmission 34 to decrease the gear ratio R when the manual driving force H becomes larger than the upper limit value of the first range, and controls the transmission 34 to increase the gear ratio R when the manual driving force H becomes smaller than the lower limit value of the first range. In this case, the detection unit 56 includes a torque sensor 56B.

[0044] The torque sensor 56B is used to detect the torque of the manual driving force H. The torque sensor 56B is provided, for example, on the crankshaft 14A. The torque sensor 56B detects the torque of the manual driving force H input to the crank 14. For example, if a first one-way clutch is provided in the power transmission path, the torque sensor 56B is provided upstream of the first one-way clutch. The torque sensor 56B includes a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. If the torque sensor 56B includes a strain sensor, the strain sensor is preferably provided on the outer periphery of a rotating body included in the power transmission path. The torque sensor 56B may include a wireless or wired communication unit. The communication unit of the torque sensor 56B is configured to be able to communicate with the control unit 52.

[0045] When the parameter P includes the road surface gradient, the control unit 52 controls the transmission 34 to decrease the gear ratio R when the road surface gradient becomes larger than the upper limit value of the first range, and controls the transmission 34 to increase the gear ratio R when the road surface gradient becomes smaller than the lower limit value of the first range. In this case, the detection unit 56 includes a gradient sensor 56C.

[0046] The gradient sensor 56C is used to detect the gradient of the road surface on which the human-powered vehicle 10 is traveling. The gradient sensor 56C includes an inclination sensor that detects the pitch angle of the human-powered vehicle 10. The inclination sensor can detect the pitch angle of the human-powered vehicle 10 as the gradient of the road surface on which the human-powered vehicle 10 is traveling. The gradient of the road surface on which the human-powered vehicle 10 is traveling can be detected by the pitch angle in the direction of travel of the human-powered vehicle 10. The gradient of the road surface on which the human-powered vehicle 10 is traveling corresponds to the inclination angle of the human-powered vehicle 10. The gradient sensor 56C includes an inclination sensor. Examples of inclination sensors are a gyro sensor or an acceleration sensor. In another example, the gradient sensor 56C includes a GPS (Global Positioning System) receiver. The control unit 52 may calculate the gradient of the road surface on which the human-powered vehicle 10 is traveling based on GPS information acquired by the GPS receiver and the gradient of the road surface included in map information pre-recorded in the memory unit 54.

[0047] In one example, in the second control state, the control unit 52 controls the transmission 34 so as not to change the gear ratio R in accordance with the first predetermined condition. In this case, the control unit 52 does not control the transmission 34 even if the parameter P falls outside the first range.

[0048] The process of changing the gear ratio R in the first control state will be described with reference to Fig. 3. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S11 of the flowchart shown in Fig. 3. As long as power is being supplied, the control unit 52 executes the process from step S11 at predetermined intervals.

[0049] In step S11, the control unit 52 determines whether or not the first control state is in effect. If the first control state is not in effect, the control unit 52 ends the process. If the first control state is in effect, the control unit 52 proceeds to step S12.

[0050] In step S12, the control unit 52 determines whether the parameter P is outside the first range. If the parameter P is outside the first range, the control unit 52 proceeds to step S13. In step S13, the control unit 52 controls the transmission 34 to change the gear ratio R and ends the processing. If the gear ratio R cannot be changed in step S13, the control unit 52 does not control the transmission 34. For example, when the control unit 52 attempts to increase the gear ratio R in order to change the parameter P within the first range and the gear ratio R is the maximum gear ratio R, the control unit 52 does not control the transmission 34. For example, when the control unit 52 attempts to decrease the gear ratio R in order to change the parameter P within the first range and the gear ratio R is the minimum gear ratio R, the control unit 52 does not control the transmission 34.

[0051] If the control unit 52 is not in the first control state in step S11, the control unit 52 ends the process without controlling the transmission 34. Therefore, if the control unit 52 is in the second control state, the control unit 52 does not control the transmission 34.

[0052] In another example, when parameter P falls outside a second range that is wider than the first range in the second control state, control unit 52 controls transmission 34 to change gear ratio R. Specifically, the upper limit of the second range is greater than the upper limit of the first range, or the lower limit of the second range is smaller than the lower limit of the first range, or the upper limit of the second range is greater than the upper limit of the first range and the lower limit of the second range is smaller than the lower limit of the second range. In this case, the processing of FIG. 4 is performed in addition to the processing of FIG. 3.

[0053] The process of changing the gear ratio R in the second control state will be described with reference to Fig. 4. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S21 of the flowchart shown in Fig. 4. As long as power is being supplied, the control unit 52 executes the process from step S21 at predetermined intervals.

[0054] In step S21, the control unit 52 determines whether or not the state is the second control state. If in step S21 the state is not the second control state, the control unit 52 ends the process. If the state is not the second control state, the control unit 52 ends the process. If the state is the second control state, the control unit 52 proceeds to step S22.

[0055] In step S22, the control unit 52 determines whether the parameter P is outside the second range. If the parameter P is outside the second range, the control unit 52 proceeds to step S23. In step S23, the control unit 52 controls the transmission 34 to change the gear ratio R and ends the processing. If the gear ratio R cannot be changed in step S23, the control unit 52 does not control the transmission 34. For example, when the control unit 52 attempts to increase the gear ratio R in order to change the parameter P within the second range and the gear ratio R is the maximum gear ratio R, the control unit 52 does not control the transmission 34. For example, when the control unit 52 attempts to decrease the gear ratio R in order to change the parameter P within the second range and the gear ratio R is the minimum gear ratio R, the control unit 52 does not control the transmission 34.

[0056] The control unit 52 switches to the second control state when, in the first control state, a switching condition to the second control state is satisfied, the switching condition relating to at least one of the motion state of the body 12 of the human-powered vehicle 10, the steering state of the human-powered vehicle 10, the surface state of the road on which the human-powered vehicle 10 is traveling, and the pedaling preparation state of the pedals 24 of the human-powered vehicle 10. The control unit 52 switches to the first control state when, in the second control state, a switching condition to the first control state is satisfied. The switching condition to the second control state and the switching condition to the first control state may be opposite to each other. The switching condition to the second control state may use a different determination value than the switching condition to the first control state. The switching condition to the second control state may be different from the switching condition to the first control state.

[0057] The motion state includes at least one of the attitude of the vehicle body 12 relative to the road and a change in the attitude. The attitude of the vehicle body 12 relative to the road includes at least one of the yaw angle DY of the vehicle body 12 and the roll angle DR of the vehicle body 12.

[0058] The control unit 52 switches between the first control state and the second control state in response to the output of the first detection unit 58, which detects at least one of the yaw angle DY and the roll angle DR as information relating to the motion state. In this case, it is preferable that the control device 50 further includes the first detection unit 58. In one example, the first detection unit 58 includes an inclination sensor. Examples of the inclination sensor are a gyro sensor or an acceleration sensor. The first detection unit 58 is configured similarly to the inclination sensor of the gradient sensor 56C. If the gradient sensor 56C includes an inclination sensor, the first detection unit 58 may be integrated with the gradient sensor 56C.

[0059] In a first example, in the first control state, the control unit 52 switches to the second control state when at least one of the yaw angle DY of the vehicle body 12 and the roll angle DR of the vehicle body 12 is greater than the first angle DX. For example, when the human-powered vehicle 10 is turning, slaloming, or passing through a tight corner, at least one of the yaw angle DY and the roll angle DR becomes large. When the first angle DX corresponds to the yaw angle DY, the first angle DX is set to an angle corresponding to the yaw angle DY when the human-powered vehicle 10 is turning, slaloming, or passing through a tight corner. When the first angle DX corresponds to the roll angle DR, the first angle DX is set to an angle corresponding to the roll angle DR when the human-powered vehicle 10 is turning, slaloming, or passing through a tight corner.

[0060] The process of switching between the first control state and the second control state in the first example will be described with reference to Fig. 5. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S31 of the flowchart shown in Fig. 5. As long as power is being supplied, the control unit 52 executes the process from step S31 at predetermined intervals.

[0061] In step S31, the control unit 52 determines whether or not the first control state is in effect. If the first control state is not in effect, the control unit 52 ends the process. If the first control state is in effect, the control unit 52 proceeds to step S32.

[0062] In step S32, the control unit 52 determines whether at least one of the yaw angle DY and the roll angle DR is greater than the first angle DX. If at least one of the yaw angle DY and the roll angle DR is not greater than the first angle DX, the control unit 52 ends the process. If at least one of the yaw angle DY and the roll angle DR is greater than the first angle DX, the control unit 52 proceeds to step S33.

[0063] If the yaw angle DY is greater than the first angle DX in step S32, the control unit 52 may proceed to step S33. If the roll angle DR is greater than the first angle DX, the control unit 52 may proceed to step S33. If the yaw angle DY is greater than the first angle DX set for the yaw angle DY and the roll angle DR is greater than the first angle DX set for the roll angle DR, the control unit 52 may proceed to step S33.

[0064] In step S33, the control unit 52 switches to the second control state and proceeds to step S34. In step S34, the control unit 52 determines whether the condition for switching to the first control state is met. If the condition for switching to the first control state is opposite to the condition for switching to the second control state, the condition for switching to the first control state is met when at least one of the yaw angle DY and the roll angle DR is not greater than the first angle DX. The control unit 52 repeats the determination process of step S34 until the condition for switching to the first control state is met. If the condition for switching to the first control state is met, the control unit 52 proceeds to step S35. In step S35, the control unit 52 switches to the first control state and ends the process.

[0065] The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S34, the control unit 52 may determine that the condition for switching to the first control state has been satisfied when a predetermined time has elapsed since switching to the second control state in step S33.

[0066] In a second example, the control unit 52 switches to the second control state when at least one of the yaw angle DY and the roll angle DR repeatedly increases and decreases within a first period T1 in the first control state. For example, when the human-powered vehicle 10 is unsteady or traveling in an obstacle-filled area such as a city, at least one of the yaw angle DY and the roll angle DR frequently increases and decreases. The first period T1 is set as a period during which it is possible to determine whether the yaw angle DY and the roll angle DR repeatedly increase and decrease when the human-powered vehicle 10 is unsteady or traveling in an obstacle-filled area such as a city. For example, when at least one of the yaw angle DY and the roll angle DR increases by a first predetermined angle or more and decreases by a second predetermined angle or more a predetermined number of times within the first period T1, the control unit 52 determines that at least one of the yaw angle DY and the roll angle DR repeatedly increases and decreases within the first period T1.

[0067] The process of switching between the first control state and the second control state in the second example will be described with reference to Fig. 6. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S41 of the flowchart shown in Fig. 6. As long as power is being supplied, the control unit 52 executes the process from step S41 at predetermined intervals.

[0068] In step S41, the control unit 52 determines whether or not the first control state is in effect. If the first control state is not in effect, the control unit 52 ends the process. If the first control state is in effect, the control unit 52 proceeds to step S42.

[0069] In step S42, the control unit 52 determines whether at least one of the yaw angle DY and the roll angle DR has repeatedly increased and decreased within the first period T1. If at least one of the yaw angle DY and the roll angle DR has not repeatedly increased and decreased within the first period T1, the control unit 52 ends the processing. If at least one of the yaw angle DY and the roll angle DR has repeatedly increased and decreased within the first period T1, the control unit 52 proceeds to step S43.

[0070] In step S42, if the yaw angle DY repeatedly increases and decreases within the first period T1, the control unit 52 may proceed to step S43. If the roll angle DR repeatedly increases and decreases within the first period T1, the control unit 52 may proceed to step S43. If both the yaw angle DY and the roll angle DR repeatedly increase and decrease within the first period T1, the control unit 52 may proceed to step S43.

[0071] In step S43, the control unit 52 switches to the second control state and proceeds to step S44. In step S44, the control unit 52 determines whether the condition for switching to the first control state is met. If the condition for switching to the first control state is opposite to the condition for switching to the second control state, the condition for switching to the first control state is met when at least one of the yaw angle DY and the roll angle DR does not repeatedly increase and decrease within the first period T1. The control unit 52 repeats the determination process of step S44 until the condition for switching to the first control state is met. If the condition for switching to the first control state is met, the control unit 52 proceeds to step S45. In step S45, the control unit 52 switches to the first control state and ends the process.

[0072] The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S44, the control unit 52 may determine that the condition for switching to the first control state has been satisfied when the predetermined time has elapsed since switching to the second control state in step S43.

[0073] In the third example, the control unit 52 switches between the first control state and the second control state in response to the output of a second detection unit 60 that detects, as information relating to the motion state, at least one of the pitch angle DP of the vehicle body 12, the displacement of the vehicle body 12 in the up-down direction, and the suspension stroke amount L. In this case, it is preferable that the control device 50 further includes the second detection unit 60.

[0074] When the second detection unit 60 detects the pitch angle DP, the second detection unit 60 includes an inclination sensor. Examples of an inclination sensor are a gyro sensor or an acceleration sensor. The second detection unit 60 is configured similarly to the inclination sensor of the gradient sensor 56C. When the gradient sensor 56C includes an inclination sensor, the second detection unit 60 may be integrated with the gradient sensor 56C.

[0075] When the second detection unit 60 detects vertical displacement of the vehicle body 12, the second detection unit 60 includes an acceleration sensor. When the control device 50 includes the first detection unit 58, and the first detection unit 58 includes an acceleration sensor that detects vertical acceleration of the human-powered vehicle 10, the second detection unit 60 may be integrated with the first detection unit 58. When the gradient sensor 56C includes an acceleration sensor that detects vertical acceleration of the human-powered vehicle 10, the second detection unit 60 may be integrated with the gradient sensor 56C.

[0076] When the second detection unit 60 detects the suspension stroke amount L, the second detection unit 60 detects the position of one of the first portions 40A, 42A and the second portions 40B, 42B relative to the other of the first portions 40A, 42A and the second portions 40B, 42B. The second detection unit 60 includes, for example, a linear encoder.

[0077] In one example of the third example, in the first control state, the control unit 52 switches to the second control state when at least one of the pitch angle DP of the vehicle body 12, a value related to the rate of change of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, a value related to the rate of change of the vertical displacement of the vehicle body 12, the suspension stroke amount L, and a value related to the rate of change of the suspension stroke amount L becomes equal to or greater than a first predetermined value. The value related to the rate of change of the pitch angle DP of the vehicle body 12 includes the rate of change of the pitch angle DP of the vehicle body 12 and a value obtained by differentiating the rate of change one or more times with respect to time. The value related to the rate of change of the vertical displacement of the vehicle body 12 includes the rate of change of the vertical displacement of the vehicle body 12 and a value obtained by differentiating the rate of change one or more times with respect to time. The value related to the rate of change of the suspension stroke amount L includes the rate of change of the suspension stroke amount L and a value obtained by differentiating the rate of change one or more times with respect to time.

[0078] For example, when the human-powered vehicle 10 runs over an obstacle or travels over a step, at least one of the pitch angle DP of the vehicle body 12, the value related to the rate of change of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, the value related to the rate of change of the vertical displacement of the vehicle body 12, the suspension stroke L, and the value related to the rate of change of the suspension stroke L becomes larger. The first predetermined value is set to a value appropriate for the pitch angle DP of the vehicle body 12, the value related to the rate of change of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, the value related to the rate of change of the vertical displacement of the vehicle body 12, the suspension stroke L, and the value related to the rate of change of the suspension stroke L when the human-powered vehicle 10 runs over an obstacle or travels over a step. The first predetermined value may be changed based on the vehicle speed V of the human-powered vehicle 10. For example, when the vehicle speed V is equal to or greater than a predetermined speed VA, the control unit 52 sets the first predetermined value to a larger value than when the vehicle speed V is less than the predetermined speed VA. For example, when the vehicle speed V is equal to or greater than a predetermined speed VA, the control unit 52 sets the first predetermined value to be smaller than when the vehicle speed V is less than the predetermined speed VA. The control unit 52 may switch to the second control state in the first control state when at least one of the pitch angle DP of the vehicle body 12, the value related to the rate of change of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, the value related to the rate of change of the vertical displacement of the vehicle body 12, the suspension stroke amount L, and the value related to the rate of change of the suspension stroke amount L becomes equal to or greater than the first predetermined value, and when the vehicle speed V is less than the predetermined speed VA. The control unit 52 may switch to the second control state in the first control state when at least one of the pitch angle DP of the vehicle body 12, the value related to the rate of change of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, the value related to the rate of change of the vertical displacement of the vehicle body 12, the suspension stroke amount L, and the value related to the rate of change of the suspension stroke amount L becomes equal to or greater than the first predetermined value, and when the vehicle speed V is equal to or greater than the predetermined speed VA.

[0079] A process for switching between the first control state and the second control state in an example of the third example will be described with reference to Fig. 7. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S151 of the flowchart shown in Fig. 7. As long as power is being supplied, the control unit 52 executes the process from step S151 at predetermined intervals.

[0080] In step S151, the control unit 52 determines whether or not the first control state is in effect. If the first control state is not in effect, the control unit 52 ends the process. If the first control state is in effect, the control unit 52 proceeds to step S152.

[0081] In step S152, the control unit 52 determines whether at least one of the pitch angle DP of the vehicle body 12, the value related to the rate of change of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, the value related to the rate of change of the vertical displacement of the vehicle body 12, the suspension stroke amount L, and the value related to the rate of change of the suspension stroke amount L has become equal to or greater than a first predetermined value. If at least one of the pitch angle DP of the vehicle body 12, the value related to the rate of change of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, the value related to the rate of change of the vertical displacement of the vehicle body 12, the suspension stroke amount L, and the value related to the rate of change of the suspension stroke amount L has not become equal to or greater than the first predetermined value, the control unit 52 ends the processing. The control unit 52 proceeds to step S153 when at least one of the pitch angle DP of the vehicle body 12, the value related to the rate of change of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, the value related to the rate of change of the vertical displacement of the vehicle body 12, the suspension stroke amount L, and the value related to the rate of change of the suspension stroke amount L becomes equal to or greater than a first predetermined value.

[0082] In step S152, the control unit 52 may proceed to step S153 if the pitch angle DP repeatedly increases and decreases within the second period T2. The control unit 52 may proceed to step S153 if the displacement of the vehicle body 12 in the up-down direction repeatedly increases and decreases within the second period T2. The control unit 52 may proceed to step S153 if the suspension stroke amount L repeatedly increases and decreases within the second period T2. In step S152, the control unit 52 may proceed to step S153 if predetermined two or more of the pitch angle DP, the displacement of the vehicle body 12 in the up-down direction, and the suspension stroke amount L repeatedly increase and decrease within the second period T2.

[0083] In step S153, the control unit 52 switches to the second control state and proceeds to step S154. In step S154, the control unit 52 determines whether the condition for switching to the first control state is met. If the condition for switching to the first control state is opposite to the condition for switching to the second control state, the condition for switching to the first control state is met when at least one of the pitch angle DP of the vehicle body 12, the value related to the rate of change of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, the value related to the rate of change of the vertical displacement of the vehicle body 12, the suspension stroke amount L, and the value related to the rate of change of the suspension stroke amount L becomes less than a first predetermined value. The control unit 52 repeats the determination process of step S154 until the condition for switching to the first control state is met. If the condition for switching to the first control state is met, the control unit 52 proceeds to step S155. In step S155, the control unit 52 switches to the first control state and ends the process.

[0084] The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since the control state was switched to the second control state. In this case, in step S154, the control unit 52 may determine that the condition for switching to the first control state has been satisfied when a predetermined time has elapsed since the control state was switched to the second control state in step S153.

[0085] In another example of the third example, the control unit 52 switches to the second control state when, in the first control state, at least one of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, and the suspension stroke amount L repeatedly increases and decreases within the second period T2.

[0086] For example, when the human-powered vehicle 10 travels on a bumpy road, at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L frequently increases and decreases. The second period T2 is set as a period in which it is possible to determine whether the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L repeatedly increase and decrease when the human-powered vehicle 10 travels on a bumpy road. For example, if at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L increases by a second predetermined value or more and decreases by a third predetermined value or more a predetermined number of times within the second period T2, the control unit 52 determines that at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L repeatedly increases and decreases within the second period T2.

[0087] A process for switching between the first control state and the second control state in another example of the third example will be described with reference to Fig. 8. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S51 of the flowchart shown in Fig. 8. As long as power is being supplied, the control unit 52 executes the process from step S51 at predetermined intervals.

[0088] In step S51, the control unit 52 determines whether or not the first control state is in effect. If the first control state is not in effect, the control unit 52 ends the process. If the first control state is in effect, the control unit 52 proceeds to step S52.

[0089] In step S52, the control unit 52 determines whether at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L has repeatedly increased and decreased within the second period T2. If at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L has not repeatedly increased and decreased within the second period T2, the control unit 52 ends the processing. If at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L has repeatedly increased and decreased within the second period T2, the control unit 52 proceeds to step S53.

[0090] In step S52, if the pitch angle DP repeatedly increases and decreases within the second period T2, the control unit 52 may proceed to step S53. In step S52, if the displacement of the vehicle body 12 in the up-down direction repeatedly increases and decreases within the second period T2, the control unit 52 may proceed to step S53. In step S52, if a predetermined number of two or more of the pitch angle DP, the displacement of the vehicle body 12 in the up-down direction, and the suspension stroke amount L repeatedly increase and decrease within the second period T2, the control unit 52 may proceed to step S53.

[0091] In step S53, the control unit 52 switches to the second control state and proceeds to step S54. In step S54, the control unit 52 determines whether the condition for switching to the first control state is met. If the condition for switching to the first control state is opposite to the condition for switching to the second control state, the condition for switching to the first control state is met when at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L does not repeatedly increase and decrease within the second period T2. The control unit 52 repeats the determination process of step S54 until the condition for switching to the first control state is met. If the condition for switching to the first control state is met, the control unit 52 proceeds to step S55. In step S55, the control unit 52 switches to the first control state and ends the process.

[0092] The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S54, the control unit 52 may determine that the condition for switching to the first control state has been satisfied when a predetermined time has elapsed since switching to the second control state in step S53.

[0093] In a fourth example, the control unit 52 switches between the first control state and the second control state in response to the output of the third detection unit 62, which detects the contact state of the wheels of the human-powered vehicle 10 with the roadway as information related to the motion state. If the wheels leave the roadway in the first control state, the control unit 52 switches to the second control state. In this case, the control device 50 preferably further includes a third detection unit 62. The third detection unit 62 detects at least one of the load on the hub axle, the load on the shock absorber 38, and the tire air pressure. If the wheels leave the roadway due to a front lift, a wheelie, or the like, the load on the hub axle and the load on the shock absorber 38 decrease. Furthermore, if the wheels leave the roadway, the tire air pressure decreases. In the first control state, the control unit 52 switches to the second control state in at least one of the following cases: if the load on the hub axle becomes equal to or less than the first load, if the load on the shock absorber 38 becomes equal to or less than the second load, or if the tire air pressure becomes equal to or less than a predetermined pressure. The first load, the second load, and the predetermined pressure are set to values ​​corresponding to the respective values ​​when the wheels leave the road.

[0094] The process of switching between the first control state and the second control state in the fourth example will be described with reference to Fig. 9. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S61 of the flowchart shown in Fig. 9. As long as power is being supplied to the control unit 52, the control unit 52 executes the process from step S61 at predetermined intervals.

[0095] In step S61, the control unit 52 determines whether or not the first control state is in effect. If the first control state is not in effect, the control unit 52 ends the process. If the first control state is in effect, the control unit 52 proceeds to step S62.

[0096] In step S62, the control unit 52 determines whether or not the wheel has left the road. If the wheel has not left the road, the control unit 52 ends the process. If the wheel has left the road, the control unit 52 proceeds to step S63.

[0097] In step S63, the control unit 52 switches to the second control state and proceeds to step S64. In step S64, the control unit 52 determines whether the condition for switching to the first control state is met. If the condition for switching to the first control state is opposite to the condition for switching to the second control state, the condition for switching to the first control state is met when the wheels have not left the roadway. The control unit 52 repeats the determination process of step S64 until the condition for switching to the first control state is met. If the condition for switching to the first control state is met, the control unit 52 proceeds to step S65. In step S65, the control unit 52 switches to the first control state and ends the process.

[0098] The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S64, the control unit 52 may determine that the condition for switching to the first control state has been satisfied when the predetermined time has elapsed since switching to the second control state in step S63.

[0099] In a fifth example, the control unit 52 switches between the first control state and the second control state in response to the output of the fourth detection unit 64, which detects a first parameter P1 that changes with changes in the rider's posture as information related to the motion state. When the first parameter P1 in the first control state reaches a state corresponding to the rider standing up when pedaling, the control unit 52 switches to the second control state. In this case, it is preferable that the control device 50 further includes the fourth detection unit 64.

[0100] In one example of the fifth example, the first parameter P1 includes the human-powered driving force H input to the human-powered vehicle 10. In the first control state, the control unit 52 switches to the second control state in at least one of the following cases: when the magnitude of the human-powered driving force H becomes equal to or greater than a first value H1; and when the relationship between the change in the human-powered driving force H and the change in the phase of the crank 14 of the human-powered vehicle 10 becomes a predetermined relationship.

[0101] When the first parameter P1 includes the manual driving force H, the fourth detection unit 64 includes a torque sensor. The torque sensor is used to detect the torque of the manual driving force H. In this case, the fourth detection unit 64 is configured similarly to the torque sensor 56B. The torque sensor may be integrated with the torque sensor 56B. The fourth detection unit 64 may include a torque sensor and a crank rotation sensor. In this case, the crank rotation sensor is configured similarly to the crank rotation sensor 56A. The crank rotation sensor may be integrated with the crank rotation sensor 56A.

[0102] For example, the magnitude of the torque of the manual driving force H changes depending on whether the rider is in a seated position or standing position. When the rider is in a standing position, the torque of the manual driving force H is greater than when the rider is in a seated position. The first value H1 is set to a value corresponding to the magnitude of the manual driving force H when the rider is in a standing position. The control unit 52 may determine that the rider is in a standing position if the magnitude of the torque of the manual driving force H is greater than the first value H1 when the rotational phase of the crank 14 is within a predetermined range. The predetermined range preferably includes an angle 90 degrees away from the top dead center and bottom dead center of the crank 14.

[0103] For example, the relationship between the change in human-powered driving force H and the change in the phase of the crank 14 of the human-powered vehicle 10 changes depending on whether the rider is in a seated position or a standing position. Specifically, the phase of the crank 14 at which the torque of the human-powered driving force H peaks is different when the rider is in a standing position than when the rider is in a seated position. The predetermined relationship is set to correspond to the relationship between the change in human-powered driving force H and the change in the phase of the crank 14 of the human-powered vehicle 10 when the rider is in a standing position. For example, the control unit 52 determines that the predetermined relationship has been met when the phase of the crank 14 at which the torque of the human-powered driving force H peaks corresponds to the phase when the rider is in a standing position.

[0104] A process for switching between the first control state and the second control state in an example of the fifth example will be described with reference to Fig. 10. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S71 of the flowchart shown in Fig. 10. As long as power is being supplied, the control unit 52 executes the process from step S71 at predetermined intervals.

[0105] In step S71, the control unit 52 determines whether or not the first control state is in effect. If the first control state is not in effect, the control unit 52 ends the process. If the first control state is in effect, the control unit 52 proceeds to step S72.

[0106] In step S72, the control unit 52 determines whether the magnitude of the human-powered driving force H is equal to or greater than a first value H1, or whether the relationship between the change in the human-powered driving force H and the change in the phase of the crank 14 of the human-powered vehicle 10 is a predetermined relationship. If the magnitude of the human-powered driving force H is less than the first value H1, or if the relationship between the change in the human-powered driving force H and the change in the phase of the crank 14 of the human-powered vehicle 10 is not a predetermined relationship, the control unit 52 ends the processing. If the magnitude of the human-powered driving force H is equal to or greater than the first value H1, or if the relationship between the change in the human-powered driving force H and the change in the phase of the crank 14 of the human-powered vehicle 10 is a predetermined relationship, the control unit 52 proceeds to step S73.

[0107] The control unit 52 may proceed to step S73 if the magnitude of the manual driving force H is equal to or greater than the first value H1 in step S72. The control unit 52 may proceed to step S73 if the relationship between the change in the manual driving force H and the change in the phase of the crank 14 of the human-powered vehicle 10 is a predetermined relationship in step S72. The control unit 52 may proceed to step S73 if the magnitude of the manual driving force H is equal to or greater than the first value H1 and the relationship between the change in the manual driving force H and the change in the phase of the crank 14 of the human-powered vehicle 10 is a predetermined relationship in step S72.

[0108] In step S73, the control unit 52 switches to the second control state and proceeds to step S74. In step S74, the control unit 52 determines whether the condition for switching to the first control state is met. If the condition for switching to the first control state is opposite to the condition for switching to the second control state, the condition for switching to the first control state is met when the magnitude of the manual driving force H is less than the first value H1, or when the relationship between the change in the manual driving force H and the change in the phase of the crank 14 of the human-powered vehicle 10 is not a predetermined relationship. The control unit 52 repeats the determination process of step S74 until the condition for switching to the first control state is met. If the condition for switching to the first control state is met, the control unit 52 proceeds to step S75. In step S75, the control unit 52 switches to the first control state and ends the process.

[0109] The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S74, the control unit 52 may determine that the condition for switching to the first control state has been satisfied when the predetermined time has elapsed since switching to the second control state in step S73.

[0110] When the fourth detection unit 64 detects at least one of the yaw angle DY and the roll angle DR, the fourth detection unit 64 includes an inclination sensor. Examples of an inclination sensor are a gyro sensor or an acceleration sensor. The fourth detection unit 64 is configured similarly to the inclination sensor of the gradient sensor 56C. When the gradient sensor 56C includes an inclination sensor, the fourth detection unit 64 may be integrated with the gradient sensor 56C.

[0111] In another example of the fifth example, the first parameter includes a roll angle DR of the vehicle body 12. When the amount of change DDR in the roll angle DR is greater than a predetermined amount of change DDRX in the first control state, the control unit 52 switches to the second control state.

[0112] When the first parameter P1 includes the roll angle DR, the fourth detection unit 64 includes an inclination sensor. Examples of an inclination sensor are a gyro sensor or an acceleration sensor. The fourth detection unit 64 is configured similarly to the inclination sensor of the gradient sensor 56C. When the gradient sensor 56C includes an inclination sensor, the fourth detection unit 64 may be integrated with the gradient sensor 56C.

[0113] For example, when the rider is standing up, the change DDR in the roll angle DR is greater than when the rider is sitting down. The predetermined change DDRX is set to a value corresponding to the magnitude of the change DDR in the roll angle DR when the rider is standing up.

[0114] A process for switching between the first control state and the second control state in another example of the fifth example will be described with reference to Fig. 11. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S81 of the flowchart shown in Fig. 11. As long as power is being supplied, the control unit 52 executes the process from step S81 at predetermined intervals.

[0115] In step S81, the control unit 52 determines whether or not the first control state is in effect. If the first control state is not in effect, the control unit 52 ends the process. If the first control state is in effect, the control unit 52 proceeds to step S82.

[0116] In step S82, the control unit 52 determines whether the amount of change DDR in the roll angle DR is greater than a predetermined amount of change DDRX. If the amount of change DDR in the roll angle DR is not greater than the predetermined amount of change DDRX, the control unit 52 ends the process. If the amount of change DDR in the roll angle DR is greater than the predetermined amount of change DDRX, the control unit 52 proceeds to step S83.

[0117] In step S83, the control unit 52 switches to the second control state and proceeds to step S84. In step S84, the control unit 52 determines whether the condition for switching to the first control state is met. If the condition for switching to the first control state is opposite to the condition for switching to the second control state, the condition for switching to the first control state is met when the amount of change DDR in the roll angle DR is not greater than a predetermined amount of change DDRX. The control unit 52 repeats the determination process of step S84 until the condition for switching to the first control state is met. If the condition for switching to the first control state is met, the control unit 52 proceeds to step S85. In step S85, the control unit 52 switches to the first control state and ends the process.

[0118] The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S84, the control unit 52 may determine that the condition for switching to the first control state has been satisfied when a predetermined time has elapsed since switching to the second control state in step S83.

[0119] In a sixth example, the control unit 52 switches between the first control state and the second control state in response to the output of a fifth detection unit 66 that detects the steering angle SA of the steering wheel of the human-powered vehicle 10 as information relating to the steering state. In this case, it is preferable that the control device 50 further includes a fifth detection unit 66.

[0120] The fifth detection unit 66 detects the angle of at least one of the front fork 20, the handlebars 22A, the stem 22B, and the front wheel relative to the frame 18. The fifth detection unit 66 includes, for example, a rotation angle sensor. The fifth detection unit 66 is provided, for example, on the head tube of the frame 18, and detects the rotation angle of the front fork 20 relative to the head tube. The rotation angle of the front fork 20 relative to the head tube correlates with the steering angle SA.

[0121] In one example of the sixth example, when the steering angle S is larger than the first steering angle S1 in the first control state, the control unit 52 switches to the second control state. For example, the steering angle S becomes larger when the human-powered vehicle 10 is turning, slaloming, or passing through a tight corner. The first steering angle S1 is set to an angle corresponding to the steering angle S when the human-powered vehicle 10 is turning, slaloming, or passing through a tight corner.

[0122] A process for switching between the first control state and the second control state in an example of the sixth example will be described with reference to Fig. 12. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S91 of the flowchart shown in Fig. 12. As long as power is being supplied, the control unit 52 executes the process from step S91 at predetermined intervals.

[0123] In step S91, the control unit 52 determines whether or not the first control state is in effect. If the first control state is not in effect, the control unit 52 ends the process. If the first control state is in effect, the control unit 52 proceeds to step S92.

[0124] In step S92, the control unit 52 determines whether the steering angle S is greater than the first steering angle S1. If the steering angle S is not greater than the first steering angle S1, the control unit 52 ends the processing. If the steering angle S is greater than the first steering angle S1, the control unit 52 proceeds to step S93.

[0125] In step S93, the control unit 52 switches to the second control state and proceeds to step S94. In step S94, the control unit 52 determines whether the condition for switching to the first control state is met. If the condition for switching to the first control state is opposite to the condition for switching to the second control state, the condition for switching to the first control state is met when the steering angle S is not greater than the first steering angle S1. The control unit 52 repeats the determination process of step S94 until the condition for switching to the first control state is met. If the condition for switching to the first control state is met, the control unit 52 proceeds to step S95. In step S95, the control unit 52 switches to the first control state and ends the process.

[0126] The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S94, the control unit 52 may determine that the condition for switching to the first control state has been satisfied when the predetermined time has elapsed since switching to the second control state in step S93.

[0127] In another example of the sixth example, the control unit 52 switches to the second control state when, in the first control state, the steering angle S repeatedly increases and decreases within the third period T3. For example, when the human-powered vehicle 10 is unsteady or when traveling in a place with many obstacles, such as a city, the steering angle S frequently increases and decreases. The third period T3 is set as a period in which it is possible to determine whether the steering angle S repeatedly increases and decreases when the human-powered vehicle 10 is unsteady or traveling in a place with many obstacles, such as a city. For example, when the steering angle S increases by a third predetermined angle or more and decreases by a fourth predetermined angle or more a predetermined number of times within the third period T3, the control unit 52 determines that the steering angle S has repeatedly increased and decreased within the third period T3.

[0128] A process for switching between the first control state and the second control state in another example of the sixth example will be described with reference to Fig. 13. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S101 of the flowchart shown in Fig. 13. As long as power is being supplied, the control unit 52 executes the process from step S101 at predetermined intervals.

[0129] In step S101, the control unit 52 determines whether or not the first control state is in effect. If the first control state is not in effect, the control unit 52 ends the process. If the first control state is in effect, the control unit 52 proceeds to step S102.

[0130] In step S102, the control unit 52 determines whether the steering angle S has repeatedly increased and decreased within the third period T3. If the steering angle S has not repeatedly increased and decreased within the third period T3, the control unit 52 ends the processing. If the steering angle S has repeatedly increased and decreased within the third period T3, the control unit 52 proceeds to step S103.

[0131] In step S103, the control unit 52 switches to the second control state and proceeds to step S104. In step S104, the control unit 52 determines whether the condition for switching to the first control state is met. If the condition for switching to the first control state is opposite to the condition for switching to the second control state, the condition for switching to the first control state is met when the steering angle S does not repeatedly increase and decrease within the third period T3. The control unit 52 repeats the determination process of step S104 until the condition for switching to the first control state is met. If the condition for switching to the first control state is met, the control unit 52 proceeds to step S105. In step S105, the control unit 52 switches to the first control state and ends the process.

[0132] The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S104, the control unit 52 may determine that the condition for switching to the first control state has been satisfied when a predetermined time has elapsed since switching to the second control state in step S103.

[0133] In a seventh example, the control unit 52 switches between a first control state and a second control state according to the steering state in response to the output of a sixth detection unit 68 that detects the rider's grip state of the handlebars of the human-powered vehicle 10. When at least one of the rider's hands is not gripping the handlebars 22A in the first control state, the control unit 52 switches to the second control state. In this case, it is preferable that the control device 50 further includes a sixth detection unit 68. The sixth detection unit 68 detects the rider's grip state of the handlebars 22A. The sixth detection unit 68 includes, for example, at least one of a pressure sensor, a load sensor, and a contact sensor provided on the handlebars 22A. It is preferable that the sixth detection unit 68 be configured to be able to detect the grip state of the handlebars 22A with both hands of the rider.

[0134] The process of switching between the first control state and the second control state in the seventh example will be described with reference to Fig. 14. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S111 of the flowchart shown in Fig. 14. As long as power is being supplied, the control unit 52 executes the process from step S111 at predetermined intervals.

[0135] In step S111, the control unit 52 determines whether or not the first control state is in effect. If the first control state is not in effect, the control unit 52 ends the process. If the first control state is in effect, the control unit 52 proceeds to step S112.

[0136] In step S112, the control unit 52 determines whether or not at least one hand of the rider is not gripping the handlebars 22A. If at least one hand of the rider is gripping the handlebars 22A, the control unit 52 ends the processing. If at least one hand of the rider is not gripping the handlebars 22A, the control unit 52 proceeds to step S113.

[0137] In step S113, the control unit 52 switches to the second control state and proceeds to step S114. In step S114, the control unit 52 determines whether or not the condition for switching to the first control state is met. If the condition for switching to the first control state is opposite to the condition for switching to the second control state, the condition for switching to the first control state is met when at least one hand of the rider is gripping the handlebars 22A. The control unit 52 repeats the determination process of step S114 until the condition for switching to the first control state is met. If the condition for switching to the first control state is met, the control unit 52 proceeds to step S115. In step S115, the control unit 52 switches to the first control state and ends the process.

[0138] The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S114, the control unit 52 may determine that the condition for switching to the first control state has been satisfied when a predetermined time has elapsed since switching to the second control state in step S113.

[0139] In an eighth example, the control unit 52 switches between the first control state and the second control state in response to the output of a seventh detection unit 70 that detects the coefficient of friction of the road surface or a second parameter P2 correlated with the friction coefficient as information related to the road surface condition. When the second parameter P2 is equal to or greater than a predetermined value P2X in the first control state, the control unit 52 switches to the second control state. In this case, it is preferable that the control device 50 further includes a seventh detection unit 70. The seventh detection unit 70 includes, for example, a slip detection sensor. In one example, the slip detection sensor includes a torque sensor and a crank rotation sensor. In another example, the slip detection sensor includes a crank rotation sensor and a vehicle speed sensor.

[0140] The torque sensor included in the slip detection sensor is used to detect the torque of the manual driving force H. In this case, the torque sensor included in the slip detection sensor is configured similarly to torque sensor 56B. The torque sensor included in the slip detection sensor may be integrated with torque sensor 56B. The crank rotation sensor included in the slip detection sensor is configured similarly to crank rotation sensor 56A. The crank rotation sensor included in the slip detection sensor may be integrated with crank rotation sensor 56A.

[0141] The vehicle speed sensor included in the slip detection sensor is used to detect the rotational speed of the wheels. The vehicle speed sensor outputs a signal corresponding to the rotational speed of the wheels. The control unit 52 calculates the vehicle speed V of the human-powered vehicle 10 based on the rotational speed of the wheels. The vehicle speed sensor preferably includes a magnetic reed that constitutes a reed switch, or a Hall element. The vehicle speed sensor is attached to the chainstay of the frame 18 and detects a magnet attached to the rear wheel.

[0142] When the seventh detection unit 70 includes a torque sensor and a crank rotation sensor, the second parameter P2 includes torque and the rotation speed N of the crank 14. Specifically, when, in the first control state, the amount of torque decrease is equal to or greater than a predetermined torque and the rotation speed N of the crank 14 is equal to or greater than a predetermined speed NX, the control unit 52 switches to the second control state. In this case, the predetermined value P2X includes a predetermined torque and a predetermined speed NX that correspond to a wheel slip state.

[0143] When the seventh detection unit 70 includes a crank rotation sensor and a vehicle speed sensor, the second parameter P2 includes the difference between the value calculated by the crank rotation sensor and the vehicle speed V calculated by the vehicle speed sensor. Specifically, in the first control state, the control unit 52 switches to the second control state when the difference between the value obtained by multiplying the rotation speed N of the crank 14 by the gear ratio R and the vehicle speed V calculated by the vehicle speed sensor is equal to or greater than a first predetermined speed VX. In this case, the predetermined value P2X includes the first predetermined speed VX. In the first control state, the control unit 52 may switch to the second control state when the difference between the rotation speed N of the crank 14 and the value obtained by dividing the vehicle speed V calculated by the vehicle speed sensor by the gear ratio R is equal to or greater than a second predetermined speed VY. In this case, the predetermined value P2X includes the second predetermined speed VY.

[0144] The process of switching between the first control state and the second control state in the eighth example will be described with reference to Fig. 15. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S121 of the flowchart shown in Fig. 15. As long as power is being supplied, the control unit 52 executes the process from step S121 at predetermined intervals.

[0145] In step S121, the control unit 52 determines whether or not the first control state is in effect. If the first control state is not in effect, the control unit 52 ends the process. If the first control state is in effect, the control unit 52 proceeds to step S122.

[0146] In step S122, the control unit 52 determines whether the second parameter P2 is equal to or greater than a predetermined value P2X. If the second parameter P2 is not equal to or greater than the predetermined value P2X, the control unit 52 ends the process. If the second parameter P2 is equal to or greater than the predetermined value P2X, the control unit 52 proceeds to step S123.

[0147] In step S123, the control unit 52 switches to the second control state and proceeds to step S124. In step S124, the control unit 52 determines whether the condition for switching to the first control state is met. If the condition for switching to the first control state is opposite to the condition for switching to the second control state, the condition for switching to the first control state is met when the second parameter P2 is not equal to or greater than the predetermined value P2X. The control unit 52 repeats the determination process of step S124 until the condition for switching to the first control state is met. If the condition for switching to the first control state is met, the control unit 52 proceeds to step S125. In step S125, the control unit 52 switches to the first control state and ends the process.

[0148] The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S124, the control unit 52 may determine that the condition for switching to the first control state has been satisfied when a predetermined time has elapsed since switching to the second control state in step S123.

[0149] In a ninth example, the control unit 52 switches between the first control state and the second control state in response to the output of an eighth detection unit 72 that detects the connection between the rider's shoes and the shoe connection mechanisms of the pedals 24 as information relating to the pedaling preparation state. When at least one of the rider's shoes is detached from the shoe connection mechanism in the first control state, the control unit 52 switches to the second control state. In this case, it is preferable that the control device 50 further includes an eighth detection unit 72.

[0150] The shoe connection mechanism detachably connects the rider's shoe to the pedal 24. The pedal 24 is preferably a binding pedal. In one example, the eighth detection unit 72 is provided on at least one of the rider's shoe and the pedal 24, and outputs different signals when the rider's shoe and the pedal are properly connected and when they are not properly connected. For example, the eighth detection unit 72 includes a contact sensor provided on a portion of the shoe connection mechanism that comes into contact with the rider's shoe when the rider's shoe and the pedal are properly connected.

[0151] The process of switching between the first control state and the second control state in the ninth example will be described with reference to Fig. 16. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S131 of the flowchart shown in Fig. 16. As long as power is being supplied, the control unit 52 executes the process from step S131 at predetermined intervals.

[0152] In step S131, the control unit 52 determines whether or not the first control state is in effect. If the first control state is not in effect, the control unit 52 ends the process. If the first control state is in effect, the control unit 52 proceeds to step S132.

[0153] In step S132, the control unit 52 determines whether or not at least one shoe of the rider has been removed from the shoe connecting mechanism. If at least one shoe of the rider has not been removed from the shoe connecting mechanism, the control unit 52 ends the process. If at least one shoe of the rider has been removed from the shoe connecting mechanism, the control unit 52 proceeds to step S133.

[0154] In step S133, the control unit 52 switches to the second control state and proceeds to step S134. In step S134, the control unit 52 determines whether or not the condition for switching to the first control state is met. If the condition for switching to the first control state is opposite to the condition for switching to the second control state, the condition for switching to the first control state is met when at least one shoe of the rider is detached from the shoe connecting mechanism. The control unit 52 repeats the determination process of step S134 until the condition for switching to the first control state is met. If the condition for switching to the first control state is met, the control unit 52 proceeds to step S135. In step S135, the control unit 52 switches to the first control state and ends the process.

[0155] The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S134, the control unit 52 may determine that the condition for switching to the first control state has been satisfied when a predetermined time has elapsed since switching to the second control state in step S133.

[0156] The control unit 52 may perform a switching process between one of the first control states and the second control state illustrated in Figures 5 to 16, or may perform a switching process between two or more of the first control states and the second control state illustrated in Figures 5 to 16.

[0157] The control unit 52 may be configured to be able to switch between the first control state and the second control state in response to a second predetermined condition. The control unit 52 is configured to be able to select, in response to a rider's instruction, either a first mode in which the first control state is switched to the second control state in response to the establishment of the second predetermined condition, or a second mode in which the first control state is maintained even when the second predetermined condition is established. The rider uses the operation unit to instruct whether to select the first mode or the second mode. The operation unit may be provided in the cycle computer or in an external device such as a personal computer or smartphone. The second predetermined condition includes, for example, at least one of the conditions for switching to the second control state in the first to ninth examples.

[0158] For example, in the ninth example, if the rider is wearing shoes that are not connected to a shoe connection mechanism, and if the pedals 24 do not include a shoe connection mechanism on the human-powered vehicle 10, the rider's shoes and the pedals are not connected in the correct state in the first mode, so the control unit 52 maintains the second control state. In this case, the rider can select the second mode, allowing the control unit 52 to maintain the first control state.

[0159] A process for switching between the first control state and the second control state when the first mode and the second mode are selectable will be described with reference to Fig. 17. When power is supplied to the control unit 52 from the battery 44, the control unit 52 starts the process and proceeds to step S141 of the flowchart shown in Fig. 17. As long as power is being supplied, the control unit 52 executes the process from step S141 at predetermined intervals.

[0160] In step S141, the control unit 52 determines whether or not the first control state is in effect. If the first control state is not in effect, the control unit 52 ends the process. If the first control state is in effect, the control unit 52 proceeds to step S142.

[0161] In step S142, the control unit 52 determines whether or not a second predetermined condition is met. If the second predetermined condition is not met, the control unit 52 ends the process. If the second predetermined condition is met, the control unit 52 proceeds to step S143.

[0162] In step S143, the control unit 52 determines whether or not the first mode is selected. If the first mode is not selected, the control unit 52 ends the process. If the first mode is selected, the control unit 52 proceeds to step S144.

[0163] In step S144, the control unit 52 switches to the second control state and proceeds to step S145. In step S145, the control unit 52 determines whether the condition for switching to the first control state is met. If the condition for switching to the first control state is opposite to the condition for switching to the second control state, the condition for switching to the first control state is met when the second predetermined condition is no longer met. The control unit 52 repeats the determination process of step S145 until the condition for switching to the first control state is met. If the condition for switching to the first control state is met, the control unit 52 proceeds to step S146. In step S146, the control unit 52 switches to the first control state and ends the process.

[0164] If the second mode is selected in step S143, the control unit 52 ends the process. Therefore, the first control state is maintained without being switched from the first control state to the second control state.

[0165] The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S144, the control unit 52 may determine that the condition for switching to the first control state has been satisfied when a predetermined time has elapsed since switching to the second control state in step S143.

[0166] (Variation) The above description of the embodiment is merely an example of possible forms of a human-powered vehicle control device according to the present invention, and is not intended to limit the form. A human-powered vehicle control device according to the present invention can take the following forms, including modifications of the above embodiment, and a combination of at least two mutually consistent modifications. In the following modifications, parts that are common to the embodiment will be assigned the same reference numerals as in the embodiment, and descriptions thereof will be omitted.

[0167] The control unit 52 may be configured to be able to change the gear ratio R when a gear change request is made by operating the gear change operating device in the first control state, and may not change the gear ratio R when a gear change request is made by operating the gear change operating device in the second control state.

[0168] In addition to at least one of the first and second examples, the control unit 52 may switch to the second control state when the road gradient is a downhill slope of a predetermined gradient or more in the first control state.

[0169] The control unit 52 may change the gear ratio R depending on conditions other than the running state and running environment of the human-powered vehicle 10. For example, the control unit 52 changes the gear ratio R depending on the rider's condition. The rider's condition may include, for example, heart rate. [Explanation of symbols]

[0170] 10...human-powered vehicle, 12...vehicle body, 14...crank, 22A...steering wheel, 24...pedals, 34...transmission, 50...control device for human-powered vehicle, 52...control unit, 58...first detection unit, 60...second detection unit, 62...third detection unit, 64...fourth detection unit, 66...fifth detection unit, 68...sixth detection unit, 70...seventh detection unit, 72...eighth detection unit.

Claims

1. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state; switching to the second control state when at least one of a yaw angle of the vehicle body and a roll angle of the vehicle body, which are included in the motion states of the vehicle body of the human-powered vehicle, repeatedly increases and decreases within a first period in the first control state; switching between the first control state and the second control state in response to an output of a second detection unit that detects at least one of a pitch angle of the vehicle body, a vertical displacement of the vehicle body, and a suspension stroke amount as information relating to the motion state; a control device for a human-powered vehicle that switches to the second control state when, in the first control state, at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount repeatedly increases and decreases within a second period.

2. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state; in the first control state, when at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount, which are included in the motion state of the vehicle body of the human-powered vehicle, repeatedly increases and decreases within a second period, the control state is switched to the second control state; switching between the first control state and the second control state in response to an output of a second detection unit that detects at least one of a pitch angle of the vehicle body, a vertical displacement of the vehicle body, and a suspension stroke amount as information relating to the motion state; a control device for a human-powered vehicle that switches to the second control state when, in the first control state, at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount repeatedly increases and decreases within a second period.

3. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state, can be switched in accordance with a first parameter that changes due to a change in rider posture included in a motion state of a body of the human-powered vehicle, In the first control state, when the first parameter becomes a state corresponding to the rider standing up while pedaling, the control state is switched to the second control state; switching between the first control state and the second control state in response to an output of a second detection unit that detects at least one of a pitch angle of the vehicle body, a vertical displacement of the vehicle body, and a suspension stroke amount as information relating to the motion state; a control device for a human-powered vehicle that switches to the second control state when, in the first control state, at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount repeatedly increases and decreases within a second period.

4. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change of the gear ratio more than in the first control state, can be switched in accordance with at least one of a contact state between the wheels of the human-powered vehicle and a road on which the human-powered vehicle is traveling, a steering state of the human-powered vehicle, and a pedaling preparation state of a pedal of the human-powered vehicle, which are included in a motion state of a vehicle body of the human-powered vehicle; switching between the first control state and the second control state in response to an output of a second detection unit that detects at least one of a pitch angle of the vehicle body, a vertical displacement of the vehicle body, and a suspension stroke amount as information relating to the motion state; a control device for a human-powered vehicle that switches to the second control state when, in the first control state, at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount repeatedly increases and decreases within a second period.

5. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state; switching to the second control state when at least one of a yaw angle of the vehicle body and a roll angle of the vehicle body, which are included in the motion states of the vehicle body of the human-powered vehicle, repeatedly increases and decreases within a first period in the first control state; switching between the first control state and the second control state in response to an output of a fourth detection unit that detects a first parameter that changes due to a change in rider posture as information regarding the motion state; In the first control state, when the first parameter becomes a state corresponding to the rider standing up while pedaling, the control state is switched to the second control state; the first parameter includes a human-powered driving force input to the human-powered vehicle; The control unit switches to the second control state in at least one of the following cases: when the magnitude of the manual driving force becomes equal to or greater than a first value in the first control state; and when a relationship between a change in the manual driving force and a change in the phase of the crank of the human-powered vehicle becomes a predetermined relationship.

6. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state; in the first control state, when at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount, which are included in the motion state of the vehicle body of the human-powered vehicle, repeatedly increases and decreases within a second period, the control state is switched to the second control state; switching between the first control state and the second control state in response to an output of a fourth detection unit that detects a first parameter that changes due to a change in rider posture as information regarding the motion state; In the first control state, when the first parameter becomes a state corresponding to the rider standing up while pedaling, the control state is switched to the second control state; the first parameter includes a human-powered driving force input to the human-powered vehicle; The control unit switches to the second control state in at least one of the following cases: when the magnitude of the manual driving force becomes equal to or greater than a first value in the first control state; and when a relationship between a change in the manual driving force and a change in the phase of the crank of the human-powered vehicle becomes a predetermined relationship.

7. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state, can be switched in accordance with a first parameter that changes due to a change in rider posture included in a motion state of a body of the human-powered vehicle, In the first control state, when the first parameter becomes a state corresponding to the rider standing up while pedaling, the control state is switched to the second control state; switching between the first control state and the second control state in response to an output of a fourth detection unit that detects the first parameter that changes due to a change in posture of the rider as information related to the motion state; In the first control state, when the first parameter becomes a state corresponding to the rider standing up while pedaling, the control state is switched to the second control state; the first parameter includes a human-powered driving force input to the human-powered vehicle; The control unit switches to the second control state in at least one of the following cases: when the magnitude of the manual driving force becomes equal to or greater than a first value in the first control state; and when a relationship between a change in the manual driving force and a change in the phase of the crank of the human-powered vehicle becomes a predetermined relationship.

8. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change of the gear ratio more than in the first control state, can be switched in accordance with at least one of a contact state between the wheels of the human-powered vehicle and a road on which the human-powered vehicle is traveling, a steering state of the human-powered vehicle, and a pedaling preparation state of a pedal of the human-powered vehicle, which are included in a motion state of a vehicle body of the human-powered vehicle; switching between the first control state and the second control state in response to an output of a fourth detection unit that detects a first parameter that changes due to a change in rider posture as information regarding the motion state; In the first control state, when the first parameter becomes a state corresponding to the rider standing up while pedaling, the control state is switched to the second control state; the first parameter includes a human-powered driving force input to the human-powered vehicle; The control unit switches to the second control state in at least one of the following cases: when the magnitude of the manual driving force becomes equal to or greater than a first value in the first control state; and when a relationship between a change in the manual driving force and a change in the phase of the crank of the human-powered vehicle becomes a predetermined relationship.

9. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state; switching to the second control state when at least one of a yaw angle of the vehicle body and a roll angle of the vehicle body, which are included in the motion states of the vehicle body of the human-powered vehicle, repeatedly increases and decreases within a first period in the first control state; switching between the first control state and the second control state in response to an output of a fourth detection unit that detects a first parameter that changes due to a change in rider posture as information regarding the motion state; In the first control state, when the first parameter becomes a state corresponding to the rider standing up while pedaling, the control state is switched to the second control state; the first parameter includes the roll angle; The control unit switches to the second control state when, in the first control state, an amount of change in the roll angle is greater than a predetermined amount of change.

10. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state; in the first control state, when at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount, which are included in the motion state of the vehicle body of the human-powered vehicle, repeatedly increases and decreases within a second period, the control state is switched to the second control state; switching between the first control state and the second control state in response to an output of a fourth detection unit that detects a first parameter that changes due to a change in rider posture as information regarding the motion state; In the first control state, when the first parameter becomes a state corresponding to the rider standing up while pedaling, the control state is switched to the second control state; the first parameter includes a roll angle of the vehicle body; The control unit switches to the second control state when, in the first control state, an amount of change in the roll angle is greater than a predetermined amount of change.

11. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state, can be switched in accordance with a first parameter that changes due to a change in rider posture included in a motion state of a body of the human-powered vehicle, In the first control state, when the first parameter becomes a state corresponding to the rider standing up while pedaling, the control state is switched to the second control state; switching between the first control state and the second control state in response to an output of a fourth detection unit that detects the first parameter that changes due to a change in posture of the rider as information related to the motion state; In the first control state, when the first parameter becomes a state corresponding to the rider standing up while pedaling, the control state is switched to the second control state; the first parameter includes a roll angle of the vehicle body; The control unit switches to the second control state when, in the first control state, an amount of change in the roll angle is greater than a predetermined amount of change.

12. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change of the gear ratio more than in the first control state, can be switched in accordance with at least one of a contact state between the wheels of the human-powered vehicle and a road on which the human-powered vehicle is traveling, a steering state of the human-powered vehicle, and a pedaling preparation state of a pedal of the human-powered vehicle, which are included in a motion state of a vehicle body of the human-powered vehicle; switching between the first control state and the second control state in response to an output of a fourth detection unit that detects a first parameter that changes due to a change in rider posture as information regarding the motion state; In the first control state, when the first parameter becomes a state corresponding to the rider standing up while pedaling, the control state is switched to the second control state; the first parameter includes a roll angle of the vehicle body; The control unit switches to the second control state when, in the first control state, an amount of change in the roll angle is greater than a predetermined amount of change.

13. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state; switching to the second control state when at least one of a yaw angle of the vehicle body and a roll angle of the vehicle body, which are included in the motion states of the vehicle body of the human-powered vehicle, repeatedly increases and decreases within a first period in the first control state; a control device for a human-powered vehicle that switches between the first control state and the second control state in response to an output of a fifth detection unit that detects a steering angle of a steering wheel of the human-powered vehicle as information relating to a steering state of the human-powered vehicle;

14. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state; in the first control state, when at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount, which are included in the motion state of the vehicle body of the human-powered vehicle, repeatedly increases and decreases within a second period, the control state is switched to the second control state; a control device for a human-powered vehicle that switches between the first control state and the second control state in response to an output of a fifth detection unit that detects a steering angle of a steering wheel of the human-powered vehicle as information relating to a steering state of the human-powered vehicle;

15. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state, can be switched in accordance with a first parameter that changes due to a change in rider posture included in a motion state of a body of the human-powered vehicle, In the first control state, when the first parameter becomes a state corresponding to the rider standing up while pedaling, the control state is switched to the second control state; a control device for a human-powered vehicle that switches between the first control state and the second control state in response to an output of a fifth detection unit that detects a steering angle of a steering wheel of the human-powered vehicle as information relating to a steering state of the human-powered vehicle;

16. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change of the gear ratio more than in the first control state, can be switched in accordance with at least one of a contact state between the wheels of the human-powered vehicle and a road on which the human-powered vehicle is traveling, a steering state of the human-powered vehicle, and a pedaling preparation state of a pedal of the human-powered vehicle, which are included in a motion state of a vehicle body of the human-powered vehicle; a control device for a human-powered vehicle that switches between the first control state and the second control state in response to an output of a fifth detection unit that detects a steering angle of a steering wheel of the human-powered vehicle as information relating to a steering state of the human-powered vehicle;

17. 17. The control device for a human-powered vehicle according to claim 13, wherein the control unit switches to the second control state when the steering angle is larger than a first steering angle in the first control state.

18. 18. The control device for a human-powered vehicle according to claim 13, wherein the control unit switches to the second control state when the steering angle repeatedly increases and decreases within a third period in the first control state.

19. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state; switching to the second control state when at least one of a yaw angle of the vehicle body and a roll angle of the vehicle body, which are included in the motion states of the vehicle body of the human-powered vehicle, repeatedly increases and decreases within a first period in the first control state; a control device for a human-powered vehicle that switches between the first control state and the second control state according to a steering state of the human-powered vehicle in response to an output of a sixth detection unit that detects a grip state of a handlebar of the human-powered vehicle by a rider;

20. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state; in the first control state, when at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount, which are included in the motion state of the vehicle body of the human-powered vehicle, repeatedly increases and decreases within a second period, the control state is switched to the second control state; a control device for a human-powered vehicle that switches between the first control state and the second control state according to a steering state of the human-powered vehicle in response to an output of a sixth detection unit that detects a grip state of a handlebar of the human-powered vehicle by a rider;

21. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state, can be switched in accordance with a first parameter that changes due to a change in rider posture included in a motion state of a body of the human-powered vehicle, In the first control state, when the first parameter becomes a state corresponding to the rider standing up while pedaling, the control state is switched to the second control state; a control device for a human-powered vehicle that switches between the first control state and the second control state according to a steering state of the human-powered vehicle in accordance with an output of a sixth detection unit that detects a grip state of a handlebar of the human-powered vehicle by the rider.

22. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, the control unit is configured to be able to switch between a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change of the gear ratio more than in the first control state, in accordance with at least one of a contact state between wheels of the human-powered vehicle and a road on which the human-powered vehicle is traveling, a steering state of the human-powered vehicle, and a pedaling preparation state of pedals of the human-powered vehicle, which are included in a motion state of a vehicle body of the human-powered vehicle; a control device for a human-powered vehicle that switches between the first control state and the second control state according to a steering state of the human-powered vehicle in response to an output of a sixth detection unit that detects a grip state of a handlebar of the human-powered vehicle by a rider;

23. 23. The human-powered vehicle control device according to claim 19, wherein the control unit switches to the second control state when at least one hand of the rider is not gripping the handlebars in the first control state.

24. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state; switching to the second control state when at least one of a yaw angle of the vehicle body and a roll angle of the vehicle body, which are included in the motion states of the vehicle body of the human-powered vehicle, repeatedly increases and decreases within a first period in the first control state; A control device for a human-powered vehicle that switches between the first control state and the second control state in response to the output of an eighth detection unit that detects connection between a rider's shoes and a shoe connecting mechanism of a pedal of the human-powered vehicle as information regarding a pedaling preparation state of the pedal of the human-powered vehicle.

25. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state; in the first control state, when at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount, which are included in the motion state of the vehicle body of the human-powered vehicle, repeatedly increases and decreases within a second period, the control state is switched to the second control state; A control device for a human-powered vehicle that switches between the first control state and the second control state in response to the output of an eighth detection unit that detects connection between a rider's shoes and a shoe connecting mechanism of a pedal of the human-powered vehicle as information regarding a pedaling preparation state of the pedal of the human-powered vehicle.

26. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state, can be switched in accordance with a first parameter that changes due to a change in rider posture included in a motion state of a body of the human-powered vehicle, In the first control state, when the first parameter becomes a state corresponding to the rider standing up while pedaling, the control state is switched to the second control state; a control device for a human-powered vehicle that switches between the first control state and the second control state in response to the output of an eighth detection unit that detects connection between the rider's shoes and shoe connecting mechanisms of pedals of the human-powered vehicle as information relating to a pedaling preparation state of the pedals of the human-powered vehicle.

27. a control unit that controls a transmission that changes the gear ratio of the human-powered vehicle, The control unit a first control state in which the transmission is controlled to change the gear ratio in accordance with a first predetermined condition, and a second control state in which the transmission is controlled to suppress the change of the gear ratio more than in the first control state, can be switched in accordance with at least one of a contact state between the wheels of the human-powered vehicle and a road on which the human-powered vehicle is traveling, a steering state of the human-powered vehicle, and a pedaling preparation state of a pedal of the human-powered vehicle, which are included in a motion state of a vehicle body of the human-powered vehicle; A control device for a human-powered vehicle that switches between the first control state and the second control state in response to the output of an eighth detection unit that detects connection between a rider's shoes and a shoe connecting mechanism of a pedal of the human-powered vehicle as information regarding a pedaling preparation state of the pedal of the human-powered vehicle.

28. 28. The human-powered vehicle control device according to claim 24, wherein the control unit switches to the second control state when at least one shoe of the rider is detached from the shoe connecting mechanism in the first control state.

29. 22. The control device for a human-powered vehicle according to any one of claims 1 to 3, 5 to 7, 9 to 11, 13 to 15, and 19 to 21, wherein the control unit is configured to be able to switch between the first control state and the second control state in response to at least one of a steering state of the human-powered vehicle, a surface state of a road on which the human-powered vehicle is traveling, and a pedaling preparation state of a pedal of the human-powered vehicle.

30. 30. The control device for a human-powered vehicle according to claim 1, wherein the control unit switches to the second control state when, in the first control state, a wheel of the human-powered vehicle leaves a roadway on which the human-powered vehicle is traveling.

31. 31. The control device for a human-powered vehicle according to claim 30, wherein the control unit is configured to be able to switch between the first control state and the second control state in accordance with the surface condition of a road on which the human-powered vehicle is traveling.

32. the motion state includes at least one of an attitude of the vehicle body with respect to a roadway on which the human-powered vehicle is traveling and a change in the attitude; 32. The control device for a human-powered vehicle according to claim 1, wherein the control unit is configured to be able to switch between the first control state and the second control state in response to at least one of the attitude and a change in the attitude.

33. 33. The human-powered vehicle control device according to claim 32, wherein the control unit switches between the first control state and the second control state in response to an output of a first detection unit that detects at least one of a yaw angle of the vehicle body and a roll angle of the vehicle body as information relating to the motion state.

34. 34. The control device for a human-powered vehicle according to claim 33, wherein the control unit switches to the second control state when, in the first control state, at least one of a yaw angle of the vehicle body and a roll angle of the vehicle body is greater than a first angle.

35. 35. The control device for a human-powered vehicle according to claim 33 or 34, wherein the control unit switches to the second control state when, in the first control state, at least one of the yaw angle of the vehicle body and the roll angle of the vehicle body repeatedly increases and decreases within a first period.

36. 36. A control device for a human-powered vehicle according to any one of claims 1 to 35, wherein the control unit switches between the first control state and the second control state in response to an output from a seventh detection unit that detects a friction coefficient of the surface of a roadway on which the human-powered vehicle travels or a second parameter correlated with the friction coefficient as information relating to the surface condition of the roadway.

37. 37. The control device for a human-powered vehicle according to claim 36, wherein the control unit switches to the second control state when the second parameter is equal to or greater than a predetermined value in the first control state.

38. The control device for a human-powered vehicle according to any one of claims 1 to 37, wherein the first predetermined condition includes a running state and a running environment of the human-powered vehicle.

39. 39. The control device for a human-powered vehicle according to claim 1, wherein the control unit controls the transmission in the second control state so as not to change the gear ratio in accordance with the first predetermined condition.

40. The control unit controlling the transmission to change the gear ratio when a parameter related to a running state and a running environment of the human-powered vehicle falls outside a first range in the first control state; In the second control state, when the parameter falls outside a second range that is wider than the first range, the transmission is controlled to change the gear ratio; 40. The control device for a human-powered vehicle according to claim 39, wherein the first range and the second range are set such that an upper limit value of the second range is greater than an upper limit value of the first range, or a lower limit value of the second range is less than a lower limit value of the first range, or an upper limit value of the second range is greater than an upper limit value of the first range and a lower limit value of the second range is less than a lower limit value of the first range.

41. 41. The control device for a human-powered vehicle according to any one of claims 1 to 40, wherein the control unit is configured to be able to select, in response to an instruction from a rider, either a first mode in which the first control state is switched to the second control state in response to the satisfaction of a second predetermined condition, or a second mode in which the first control state is maintained even when the second predetermined condition is satisfied.

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