Control device for human-powered vehicles

Abstract

To provide a control device for a human-powered vehicle which can appropriately control an assist motor.SOLUTION: A control device for a human-powered vehicle includes a control unit which controls, according to human driving force input to a crank, an output of an assist motor for assisting propulsion of the human-powered vehicle including a transmission for changing a rotation ratio defined as a quotient obtained by dividing a rotation frequency of a wheel by a rotation frequency of the crank. The control unit controls at least one of an output upper limit value of the assist motor, an output of the assist motor, and an output ratio of the assist motor with respect to the human driving force according to a difference between a transmission variable of the transmission included in a prescribed range and the transmission variable of the transmission included in a range outside the prescribed range.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] For example, the control device for a human-powered vehicle disclosed in Patent Document 1 controls the assist motor so that the ratio of the output of the assist motor to the human-powered driving force input to the human-powered vehicle becomes a predetermined ratio. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 10-59260 Summary of the Invention [Problem to be solved by the invention]

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

[0005] A control device according to a first aspect of the present invention is a control device for a human-powered vehicle, and includes a control unit that controls the output of an assist motor that assists the propulsion of a human-powered vehicle equipped with a transmission that changes a rotation ratio defined by the quotient of the rotation speed of the wheel divided by the rotation speed of the crank, in accordance with the human-powered driving force input to the crank.When, while the human-powered vehicle is traveling, a shift variable of the transmission is in a first range outside a predetermined range, and the rotation ratio when the shift variable of the transmission is within the first range is greater than the rotation ratio when the shift variable is within the predetermined range, the control unit controls the assist motor so that at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the human-powered driving force increases. According to the control device of the first aspect, the assist motor can be controlled so that at least one of the upper output limit of the assist motor, the output of the assist motor, and the ratio of the output of the assist motor to the manual driving force increases in accordance with the shift variable, thereby enabling the assist motor to be controlled favorably.

[0006] In the control device of a second aspect according to the first aspect, the shift variable relates to an operating position of the transmission, and the rotation ratio when the operating position is in the first range is greater than the rotation ratio when the operating position is in the predetermined range. According to the control device of the second aspect, when the rotation ratio is large, the assist motor is controlled so that at least one of the upper output limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the human driving force increases, thereby reducing the load on the rider.

[0007] In the control device of a third aspect according to the first aspect, when the shift variable of the transmission is in a second range that is different from the first range and is not included in the predetermined range, the control unit controls the assist motor so that at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the manual driving force is reduced. According to the control device of the third aspect, when the shifting variable of the transmission is in the second range, the assist motor is controlled so that at least one of the upper output limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the manual driving force is reduced, thereby reducing power consumption.

[0008] In the control device of a fourth aspect according to the third aspect, the shift variable relates to an operating position of the transmission, and the rotation ratio when the operating position is in the second range is smaller than the rotation ratio when the operating position is in the predetermined range. According to the control device of the fourth aspect, when the rotation ratio is smaller than the rotation ratio when the operating position of the transmission is within a predetermined range, the amount of power consumption can be reduced.

[0009] In the control device of a fifth aspect according to the first aspect, the speed change variable relates to the rotation ratio. According to the control device of the fifth aspect, the assist motor can be suitably controlled in accordance with the rotation ratio.

[0010] In the control device of the sixth aspect according to the third aspect, the speed change variable relates to the rotation ratio, and the rotation ratio included in the second range is smaller than the rotation ratio included in the predetermined range. According to the control device of the sixth aspect, when the rotation ratio is smaller than when the rotation ratio is within a predetermined range, the amount of power consumption can be reduced.

[0011] In the control device of a seventh aspect according to any one of the third, fourth, and sixth aspects, when a shift variable of the transmission changes from one of the first range and the second range to the predetermined range, the control unit sets at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the manual driving force to a predetermined value. According to the control device of the seventh aspect, when the vehicle shifts from either the first range or the second range to the predetermined range, the assist motor can be suitably controlled at a predetermined value.

[0012] In the control device of an eighth aspect according to any one of the third, fourth, sixth, and seventh aspects, when a shift variable of the transmission is within one of the first range and the second range, the control unit controls the assist motor so that at least one of the regeneration amount and the regeneration rate is different from when the shift variable is within the predetermined range. According to the control device of the eighth aspect, at least one of the regeneration amount and the regeneration rate of the assist motor can be suitably controlled in accordance with the shifting variable of the transmission.

[0013] A control device according to a ninth aspect of the present invention is a control device for a human-powered vehicle, and includes a control unit that controls an assist motor that assists the propulsion of the human-powered vehicle, which has a transmission that changes a rotation ratio defined by the quotient of the rotation speed of the wheel divided by the rotation speed of the crank, in accordance with human-powered driving force input to the crank, and the control unit controls the assist motor so that the regenerative state of the assist motor when a shift variable of the transmission is not within a predetermined range differs from the regenerative state of the assist motor when the shift variable is within the predetermined range. According to the control device of the ninth aspect, the regenerative state of the assist motor can be suitably controlled in accordance with the shifting variable of the transmission.

[0014] In the control device of a tenth aspect according to the ninth aspect, the regeneration state includes at least one of a regeneration amount of the assist motor and a regeneration rate of the assist motor. According to the control device of the tenth aspect, the regeneration amount and regeneration rate of the assist motor can be suitably controlled.

[0015] In the control device of an eleventh aspect according to the tenth aspect, the control unit controls the assist motor so that, while the human-powered vehicle is traveling, the regeneration amount of the assist motor when a shift variable of the transmission is not within the predetermined range is greater than the regeneration amount of the assist motor when the shift variable is within the predetermined range. According to the control device of the eleventh aspect, the amount of regeneration can be increased when the speed change variable is not within a predetermined range.

[0016] In the control device of a twelfth aspect according to the tenth aspect, the control unit controls the assist motor so that, while the human-powered vehicle is traveling, the regeneration rate of the assist motor when a shift variable of the transmission is not within the predetermined range is greater than the regeneration rate of the assist motor when the shift variable is within the predetermined range. According to the control device of the twelfth aspect, the regeneration rate can be increased when the speed change variable is not within a predetermined range.

[0017] In the control device of a thirteenth aspect according to the tenth aspect, the control unit controls the assist motor so that, while the human-powered vehicle is traveling, the regeneration amount of the assist motor when the shift variable of the transmission is not within the predetermined range is smaller than the regeneration amount of the assist motor when the shift variable is within the predetermined range. According to the control device of the thirteenth aspect, the amount of regeneration can be reduced when the speed change variable is not within a predetermined range.

[0018] In the control device of a fourteenth aspect according to the tenth aspect, the control unit controls the assist motor so that, while the human-powered vehicle is traveling, the regeneration rate of the assist motor when the shift variable of the transmission is not within the predetermined range is smaller than the regeneration rate of the assist motor when the shift variable is within the predetermined range. According to the control device of the fourteenth aspect, the regeneration rate can be reduced when the speed change variable is not within a predetermined range.

[0019] In the control device of a fifteenth aspect according to the tenth aspect, the control unit controls the assist motor while the human-powered vehicle is traveling so that the amount of regeneration of the assist motor when the shift variable of the transmission is within a first range outside the predetermined range is smaller than the amount of regeneration of the assist motor when the shift variable is within the predetermined range, and controls the assist motor so that the amount of regeneration of the assist motor when the shift variable of the transmission is within a second range outside the predetermined range is larger than the amount of regeneration of the assist motor when the shift variable is within the predetermined range. According to the control device of the fifteenth aspect, the amount of regeneration can be reduced when the shift variable is within the first range, and the amount of regeneration can be increased when the shift variable is within the second range.

[0020] In the control device of a sixteenth aspect according to the tenth aspect, the control unit controls the assist motor while the human-powered vehicle is traveling so that the regeneration rate of the assist motor when the shift variable of the transmission falls within a first range outside the predetermined range is smaller than the regeneration rate of the assist motor when the shift variable falls within the predetermined range, and controls the assist motor so that the regeneration rate of the assist motor when the shift variable of the transmission falls within a second range outside the predetermined range is larger than the regeneration rate of the assist motor when the shift variable falls within the predetermined range. According to the control device of the sixteenth aspect, the regeneration rate can be reduced when the shift variable is within the first range, and the regeneration rate can be increased when the shift variable is within the second range.

[0021] A control device according to a seventeenth aspect of the present invention is a control device for a human-powered vehicle, and includes a control unit that controls the output of an assist motor that assists the propulsion of the human-powered vehicle, which has a transmission that changes a rotation ratio defined by the quotient of the rotation speed of the wheel divided by the rotation speed of the crank, in accordance with the human-powered driving force input to the crank, and the control unit controls at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the human-powered driving force, in accordance with the difference between a shift variable of the transmission that falls within a predetermined range and a shift variable of the transmission that falls outside the predetermined range. According to the control device of the seventeenth aspect, at least one of the upper output limit of the assist motor, the output of the assist motor, and the ratio of the output of the assist motor to the manual driving force can be controlled in accordance with the difference between the shift parameters of the transmission that fall within a predetermined range and the shift parameters of the transmission that fall outside the predetermined range, thereby enabling the assist motor to be controlled in an optimal manner. [Effects of the Invention]

[0022] The control device for a human-powered vehicle according to the present disclosure can suitably control the assist motor. [Brief explanation of the drawings]

[0023] [Figure 1] 1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment. [Figure 2] 1 is a block diagram showing the electrical configuration of a control device for a human-powered vehicle according to a first embodiment. [Figure 3] 3 is a flowchart of a process executed by the control unit of FIG. 2 to control the assist motor when a gear change variable relates to an operating position of the transmission. [Figure 4] 3 is a flowchart of a process executed by the control unit in FIG. 2 to control the assist motor when a speed change variable relates to a rotation ratio. [Figure 5] 10 is a flowchart of a process executed by a control unit according to a second embodiment to control the amount of regeneration of an assist motor when a shift variable relates to an operating position of a transmission. [Figure 6] 10 is a flowchart of a process executed by a control unit according to a second embodiment to control the amount of regeneration of an assist motor when a speed change variable relates to a rotation ratio. [Figure 7] 10 is a flowchart of a process executed by a control unit of a first modified example of the second embodiment to control the regeneration rate of the assist motor when a shift variable relates to an operating position of the transmission. [Figure 8] 10 is a flowchart of a process executed by a control unit according to a second modification of the second embodiment to control the regeneration rate of the assist motor when a speed change variable relates to a rotation ratio. DETAILED DESCRIPTION OF THE INVENTION

[0024] The phrase "at least one" as used herein means "one or more" of the desired options. As an example, the phrase "at least one" as used herein means "only one option" or "both of two options" if the number of options is two. As another example, the phrase "at least one" as used herein means "only one option" or "any combination of two or more options" if the number of options is three or more.

[0025] (First embodiment) A control device 50 for a human-powered vehicle according to a first embodiment will be described with reference to FIGS. 1 to 5. Hereinafter, the control device 50 for a human-powered vehicle 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 by at least a human-powered driving force H. The human-powered vehicle 10 is not limited in the number of wheels and includes, for example, a one-wheeled vehicle and a vehicle with three or more wheels. The human-powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bikes. The bicycle includes an electric bicycle (E-bike) that is powered by an electric motor. The electric bicycle includes an electrically assisted bicycle that assists the vehicle's propulsion with an electric motor. The electric bicycle includes an electrically assisted bicycle whose propulsion is assisted by an electric motor. In the following embodiments, the human-powered vehicle 10 will be described as a bicycle with two wheels.

[0026] The human-powered vehicle 10 has a wheel 12, a crank 14, and a body 16. The body 16 includes a frame 18 and a seat post 20. 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 the axial ends of the crankshaft 14A. A pair of pedals 22 is individually connected to each crank arm 14B. The wheel 12 includes a driven wheel 12A and a driving wheel 12B. The driving wheel 12B is driven by rotation of the crank 14. The driving wheel 12B is supported by the frame 18. The crank 14 and the driving wheel 12B are connected by a drive mechanism 24. The drive mechanism 24 includes a first rotor 26 that is coupled to the crankshaft 14A. The crankshaft 14A and the first rotor 26 may be coupled to rotate integrally, or may be coupled via a first one-way clutch. The first one-way clutch is configured to rotate the first rotor 26 forward when the crank 14 rotates forward, and to prevent the first rotor 26 from rotating backward when the crank 14 rotates backward. The first rotor 26 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 24 further includes a second rotor 28 and a connecting member 30. The connecting member 30 transmits the rotational force of the first rotor 26 to the second rotor 28. The connecting member 30 includes, for example, a chain, a belt, or a shaft.

[0027] The second rotating body 28 is coupled to the drive wheel 12B. The second rotating body 28 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 28 and the drive wheel 12B. The second one-way clutch is configured to rotate the drive wheel 12B forward when the second rotating body 28 rotates forward, and to prevent the drive wheel 12B from rotating backward when the second rotating body 28 rotates backward. The human-powered vehicle 10 may include a transmission 46 used to change the rotation ratio R, which is defined as the quotient obtained by dividing the rotation speed of the wheel 12 by the rotation speed of the crank 14. The transmission 46 may include, for example, at least one of a front derailleur, a rear derailleur, and an internal gearbox. The transmission 46 may include only a front derailleur, only a rear derailleur, only an internal gearbox, or any combination of a front derailleur, a rear derailleur, and an internal gearbox. In this embodiment, at least one of the first rotating body 26 and the second rotating body 28 includes multiple sprockets. Only the first rotating body 26, only the second rotating body 28, or both the first rotating body 26 and the second rotating body 28 may include multiple sprockets. In this embodiment, the first rotating body 26 includes one sprocket, and the second rotating body 28 includes multiple sprockets. If the first rotating body 26 includes multiple front sprockets, the derailleur includes a front derailleur, and if the second rotating body 28 includes multiple front sprockets, the derailleur includes a rear derailleur. If the transmission 46 includes an internal transmission, the internal transmission is provided in the hub of the drive wheel 12B, for example.

[0028] The human-powered vehicle 10 includes a front wheel and a rear wheel. The front wheel is attached to the frame 18 via a front fork 32. A handle portion 34 is attached to the front fork 32. The handle portion 34 includes a stem 36 and a handlebar 38. The handlebar 38 is connected to the front fork 32 via the stem 36. In the following embodiment, the rear wheel is described as the drive wheel 12B, but the front wheel may also be the drive wheel 12B.

[0029] The human-powered vehicle 10 further includes a battery 40. The battery 40 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 40 is provided in the human-powered vehicle 10 and supplies power to other electrical components electrically connected to the battery 40, such as the control device 50. The battery 40 is connected to the control device 50 so as to be able to communicate with it via a wire or wirelessly. The battery 40 can communicate with the control device 50 via power line communication (PLC), for example. The battery 40 may be attached to the outside of the frame 18, or at least a portion of the battery 40 may be housed inside the frame 18.

[0030] The human-powered vehicle 10 includes an assist motor 42 configured to assist in the propulsion of the human-powered vehicle 10. The human-powered vehicle 10 further includes a drive circuit 44. The drive circuit 44 includes an inverter circuit. The assist motor 42 is preferably provided in the same housing as the drive circuit 44. The drive circuit 44 controls the power supplied from the battery 40 to the assist motor 42. The drive circuit 44 is connected to the control device 50 so as to be able to communicate with it via wire or wirelessly. The drive circuit 44 can communicate with the control unit 52 of the control device 50, for example, via serial communication. The drive circuit 44 may be included in the control device 50. The drive circuit 44 drives the assist motor 42 in response to a control signal from the control unit 52.

[0031] The assist motor 42 includes an electric motor. The assist motor 42 is provided in the power transmission path of the human-powered driving force H from the pedals 22 to the rear wheels, or to transmit rotation to the front wheels. The assist motor 42 is provided on the frame 18, rear wheels, or front wheels of the human-powered vehicle 10. In this embodiment, the assist motor 42 is coupled to the power transmission path from the crankshaft 14A to the first rotor 26. A one-way clutch is preferably provided in the power transmission path between the assist motor 42 and the crankshaft 14A so that the assist motor 42 is not rotated by the rotational force of the crank 14 when the crankshaft 14A is rotated in the forward direction of the human-powered vehicle 10. The housing in which the assist motor 42 and the drive circuit 44 are provided may be provided with components other than the assist motor 42 and the drive circuit 44, such as a reducer that reduces the rotation of the assist motor 42 before outputting it.

[0032] The transmission 46 changes the rotation ratio R, which is defined as the quotient of the rotation speed of the wheels 12 divided by the rotation speed of the crank 14. The transmission 46 is configured to be able to change the gear ratio S formed by the transmission 46 in stages. The transmission 46 may also be configured to be able to change the gear ratio S continuously. The larger the gear ratio S of the transmission 46, the larger the rotation ratio R. If the human-powered vehicle 10 includes multiple transmissions 46, the rotation ratio R corresponds to the product of the gear ratios S formed by each transmission 46. The transmission 46 performs speed change operation using an actuator. The actuator includes, for example, an electric motor. The actuator of the transmission 46 is connected to the control device 50 so as to be able to communicate with it via wire or wirelessly. The transmission 46 changes the gear ratio S by changing the operating position P of the transmission 46. When the transmission 46 is a derailleur, the transmission 46 changes the operating position P of the transmission 46 to switch the connecting member 30 from one of the multiple sprockets to another, thereby changing the gear ratio S formed by the transmission 46. When the transmission 46 is a rear derailleur, the operating position P of the transmission 46 includes, for example, the position of a movable part relative to a fixed part for fixing the transmission to the frame 18 of the rear derailleur, and the movable part includes at least one of a chain guide, a guide pulley, a tension pulley, a link mechanism, and a biasing member. When the transmission 46 is a front derailleur, the operating position P of the transmission 46 includes, for example, the position of a movable part relative to a fixed part for fixing the transmission to the frame 18 of the front derailleur, and the movable part includes at least one of a plate, a link mechanism, and a biasing member. When the transmission 46 is an internal transmission, the operating position P of the transmission 46 includes the position of a control member for changing the rotational state of the gears included in the transmission 46. If the transmission 46 is operated by an electric motor, the operating position P of the transmission 46 may include the rotational phase of the electric motor. The transmission variable X may include the position of a shift operating device relative to the operating position P of the transmission 46. The position of the shift operating device includes the operating position of an operating part that can be operated by a user. If the transmission 46 is operated by a cable, the position of the shift operating device may be the amount of movement of the cable.

[0033] The control device 50 includes a control unit 52. The control unit 52 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit 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 units 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, for example, in a housing in which the assist motor 42 is provided.

[0034] The control device 50 preferably further includes a crank rotation sensor 56, a vehicle speed sensor 58, and a torque sensor 60. The crank rotation sensor 56, the vehicle speed sensor 58, and the torque sensor 60 may be provided inside or outside the housing in which the assist motor 42 is provided. At least one of the crank rotation sensor 56, the vehicle speed sensor 58, and the torque sensor 60 does not have to be included in the control device 50.

[0035] The crank rotation sensor 56 is used to detect the rotation speed N of the crank 14 of the human-powered vehicle 10. The crank rotation sensor 56 is attached, for example, to the frame 18 of the human-powered vehicle 10 or to a housing in which the assist motor 42 is mounted. The crank rotation sensor 56 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 in the power transmission path between the crankshaft 14A or the first rotating body 26. The crank rotation sensor 56 is connected to the control unit 52 via wire or wireless communication so as to be able to communicate. The crank rotation sensor 56 outputs a signal corresponding to the rotation speed N of the crank 14 to the control unit 52. The crank rotation sensor 56 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 26. For example, if a first one-way clutch is not provided between the crankshaft 14A and the first rotating body 26, the crank rotation sensor 56 may be provided on the first rotating body 26. The crank rotation sensor 56 may be used to detect the traveling speed V of the human-powered vehicle 10. In this case, the control unit 52 calculates the rotation speed of the drive wheels 12B based on the rotation speed N of the crank 14 detected by the crank rotation sensor 56 and the rotation ratio R, and detects the traveling speed V of the human-powered vehicle 10. Information related to the rotation ratio R is stored in advance in the memory unit 54.

[0036] If the human-powered vehicle 10 is provided with a transmission 46 for changing the rotation ratio R, the control unit 52 may calculate the rotation ratio R according to the traveling speed V of the human-powered vehicle 10 and the rotation speed N of the crank 14. In this case, information relating to the circumferential length, diameter, or radius of the drive wheels 12B is stored in advance in the memory unit 54. The control device 50 may include a speed change sensor.

[0037] The vehicle speed sensor 58 is used to detect the rotational speed of the wheels 12. The vehicle speed sensor 58 is electrically connected to the control unit 52 by wire or wirelessly. The vehicle speed sensor 58 is communicatively connected to the control unit 52 by wire or wirelessly. The vehicle speed sensor 58 outputs a signal corresponding to the rotational speed of the wheels 12 to the control unit 52. The control unit 52 calculates the traveling speed V of the human-powered vehicle 10 based on the rotational speed of the wheels 12. The control unit 52 stops the assist motor 42 when the traveling speed V exceeds a predetermined value. The predetermined value is, for example, 25 km / h or 45 km / h. The vehicle speed sensor includes, for example, a magnetic reed constituting a reed switch or a Hall element. The vehicle speed sensor 58 may be attached to a chainstay of the frame 18 and configured to detect a magnet attached to the rear wheel, or may be attached to the front fork 32 and configured to detect a magnet attached to the front wheel. In another example, the vehicle speed sensor 58 includes a GPS (Global Positioning System) receiver. The control unit 52 may detect the traveling speed V of the human-powered vehicle 10 based on the GPS information acquired by the GPS receiving unit, map information pre-recorded in the storage unit 54, and time. The control unit 52 preferably includes a timer for measuring time.

[0038] The torque sensor 60 is used to detect the torque TH of the manual driving force H. The torque sensor 60 is provided, for example, in a housing in which the assist motor 42 is provided. The torque sensor 60 detects the torque TH 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 60 is provided upstream of the first one-way clutch. The torque sensor 60 includes a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. If the torque sensor 60 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 60 may include a wireless or wired communication unit. The communication unit of the torque sensor 60 is configured to be able to communicate with the control unit 52.

[0039] The control unit 52 controls the assist motor 42, for example, so that the motor driving force relative to the human-powered driving force H is a predetermined output ratio A. The control unit 52 may also control the assist motor 42, for example, so that the output torque TM of the motor driving force by the assist motor 42 relative to the torque TH of the human-powered driving force H of the human-powered vehicle 10 is a predetermined output ratio A. The control unit 52 controls the assist motor 42 in one operating mode selected from a plurality of operating modes having different output ratios A of the motor driving force relative to the human-powered driving force H. The torque ratio AT of the output torque TM of the assist motor 42 relative to the torque TH of the human-powered driving force H of the human-powered vehicle 10 may be referred to as the output ratio A. The control unit 52 may also control the assist motor 42, for example, so that the power WX (watts) of the assist motor 42 relative to the power WH (watts) of the human-powered driving force H is a predetermined output ratio A. The ratio AW of the power WX of the motor driving force relative to the power WH of the human-powered driving force H of the human-powered vehicle 10 may be referred to as the output ratio A. The power WH of the manual driving force H is calculated by multiplying the manual driving force H by the rotation speed N of the crank 14. When the output of the assist motor 42 is input to the power transmission path of the manual driving force H via a reducer, the output of the reducer is used as the motor driving force. The control unit 52 outputs a control command to the drive circuit 44 of the assist motor 42 in accordance with the power WH or torque TH of the manual driving force H. The control command includes, for example, a torque command value.

[0040] The control unit 52 controls the assist motor 42 so that the output upper limit value L of the assist motor 42 is equal to or less than a predetermined value. The control unit 52 controls the assist motor 42 in, for example, one operating mode selected from a plurality of operating modes with different output upper limit values ​​L. The motor driving force includes the output torque TM of the assist motor 42. The motor driving force may also include the power WX of the assist motor 42. In this case, the control unit 52 controls the assist motor 42 so that the power WX of the assist motor 42 is equal to or less than a predetermined value WX1. The predetermined value WX1 is, for example, 500 watts. The predetermined value WX1 is, for another example, 300 watts. The control unit 52 may also control the assist motor 42 so that the torque ratio AT is equal to or less than a predetermined torque ratio AT1. The predetermined torque ratio AT1 is, for example, 300%. The predetermined torque ratio AT1 is, for example, 200%.

[0041] At least one of the output ratio A and the output upper limit value L of the assist motor 42 may be different in each of the multiple operation modes. Only the output ratio A, only the upper limit value, or both the output ratio A and the output upper limit value L of the assist motor 42 may be different in each of the multiple operation modes. In this case, the control unit 52 controls the assist motor 42 so that the motor driving force is equal to or less than the output ratio A specified in the selected operation mode of the assist motor 42 and is equal to or less than a predetermined value.

[0042] The multiple operation modes include, for example, a maximum operation mode in which the output ratio A is the maximum, a minimum operation mode in which the output ratio A is the minimum, and an intermediate operation mode in which the output ratio A is smaller than that of the maximum operation mode and larger than that of the minimum operation mode. The multiple operation modes may also include, for example, a maximum operation mode in which a predetermined value is the maximum, a minimum operation mode in which the predetermined value is the minimum, and an intermediate operation mode in which the predetermined value is smaller than that of the maximum operation mode and larger than that of the minimum operation mode. The multiple operation modes may include multiple intermediate operation modes with different output ratios A, or may not include an intermediate operation mode. When changing the operation mode from one of the multiple operation modes to another, it is preferable that the control unit 52 change at least one of the output ratio A and the output upper limit value L of the assist motor 42 specified for each operation mode so that they increase or decrease in stages.

[0043] The control unit 52 preferably controls the transmission 46 in accordance with at least one of the traveling state and traveling environment of the human-powered vehicle 10. For example, when the human-powered driving force H is greater than the first driving force, the control unit 52 controls the transmission 46 to decrease the rotation ratio R, and when the human-powered driving force H is smaller than a second driving force that is smaller than the first driving force, the control unit 52 controls the transmission 46 to increase the rotation ratio R. For example, when the rotation speed N of the crank 14 is greater than the first rotation speed, the control unit 52 controls the transmission 46 to increase the rotation ratio R, and when the rotation speed N of the crank 14 is smaller than a second rotation speed that is smaller than the first rotation speed, the control unit 52 controls the transmission 46 to decrease the rotation ratio R. For example, when the pitch angle of the human-powered vehicle 10 is larger than a first angle, the control unit 52 controls the transmission 46 to reduce the rotation ratio R, and when the pitch angle of the human-powered vehicle 10 is smaller than a second angle that is smaller than the first angle, the control unit 52 controls the transmission 46 to increase the rotation ratio R.

[0044] When the control unit 52 controls the transmission 46 based on at least one of the traveling state and traveling environment of the human-powered vehicle 10 and the operation of the transmission operating device, it sets a gear change command value and drives the actuator of the transmission 46. It is preferable that the control unit 52 stores the gear change command value in the memory unit 54. The gear change command value includes information on at least one of the operating position P of the transmission 46, the gear ratio S formed by the operating position P of the transmission 46, and the rotation ratio R.

[0045] When at least one of the operating position P, the gear ratio S, and the rotation ratio R corresponding to the gear shift command value stored in memory unit 54 differs from the actual detected value, control unit 52 may operate transmission 46 so that at least one of the operating position P, the gear ratio S, and the rotation ratio R corresponding to the gear shift command value stored in memory unit 54 matches the actual detected value. When at least one of the operating position P, the gear ratio S, and the rotation ratio R corresponding to the gear shift command value stored in memory unit 54 differs from the actual detected value, control unit 52 may update at least one of the operating position P, the gear ratio S, and the rotation ratio R corresponding to the gear shift command value stored in memory unit 54 to at least one of the operating position P, the gear ratio S, and the rotation ratio R that corresponds to the actual detected value.

[0046] The control unit 52 controls the output M of the assist motor 42, which assists in the propulsion of the human-powered vehicle 10 equipped with the transmission 46, in accordance with the human-powered driving force H input to the crank 14.

[0047] The control unit 52 controls the assist motor 42 in accordance with the speed change variable X of the transmission 46 while the human-powered vehicle 10 is traveling. The control unit 52 controls the assist motor 42 in accordance with the rotation ratio R or the operating position P of the transmission 46 while the human-powered vehicle 10 is traveling.

[0048] In one example, the shift variable X relates to the operating position P of the transmission 46. When the shift variable X relates to the operating position P of the transmission 46, the predetermined range DA of the shift variable X includes the predetermined range DPA of the operating position P, the first range D1 of the shift variable X includes the first range DP1 of the operating position P, and the second range D2 of the shift variable X includes the second range DP2 of the operating position P. When the operating position P changes, the gear ratio S changes and the rotation ratio R changes. The predetermined range DRA includes the operating position P of the transmission 46 that corresponds to the shift command value stored in the memory unit 54. When the operating position P of the transmission 46 is at a position that corresponds to the shift command value stored in the memory unit 54, the operating position P is included in the predetermined range DRA.

[0049] In another example, the shift variable X is related to the rotation ratio R. When the shift variable X is related to the rotation ratio R, the predetermined range DA of the shift variable X includes the predetermined range DRA of the rotation ratio R, the first range D1 of the shift variable X includes the first range DR1 of the rotation ratio R, and the second range D2 of the shift variable X includes the second range DR2 of the rotation ratio R. The predetermined range DRA includes the rotation ratio R corresponding to the shift command value stored in the memory unit 54. When the rotation ratio R corresponds to the shift command value stored in the memory unit 54, the rotation ratio R is included in the predetermined range DRA. When the shift command value stored in the memory unit 54 includes information related to the operating position P, the control unit 52 may calculate the rotation ratio R corresponding to the shift command value using pre-stored information correlating the operating position P with the rotation ratio R, and use the calculated rotation ratio R to set the predetermined range DRA, the first range DR1, and the second range DR2. If the gear change command value stored in the memory unit 54 stores information related to the gear ratio S, and if the human-powered vehicle 10 includes only one transmission 46, the control unit 52 may set the predetermined range DRA, the first range DR1, and the second range DR2 using the gear ratio S corresponding to the gear change command value as the rotation ratio R corresponding to the gear change command value.

[0050] The control device 50 preferably includes at least one of a first detection unit 62 for detecting the operating position P of the transmission 46 and a second detection unit 64 for detecting the rotation ratio R. The first detection unit 62 may include a gear state sensor. In this case, the control unit 52 may obtain the operating position P of the transmission 46 using information previously stored in the storage unit 54. The second detection unit 64 may include a crank rotation sensor 56 and a vehicle speed sensor 58. In this case, the control unit 52 may calculate the rotation ratio R as the quotient obtained by dividing the rotation speed of the wheels 12 detected by the vehicle speed sensor 58 by the rotation speed of the crank 14. When the human-powered vehicle 10 includes only one transmission 46, the control unit 52 uses the rotation ratio R as the gear ratio S.

[0051] When the shift variable X of the transmission 46 is in a first range D1 outside the predetermined range DA while the human-powered vehicle 10 is traveling, and the rotation ratio R when the shift variable X of the transmission 46 is within the first range D1 is greater than the rotation ratio R when the shift variable X is within the predetermined range DA, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human-powered driving force H increases.

[0052] When the shift variable X of the transmission 46 is in a second range D2 that is different from the first range D1 and is not included in the predetermined range DA, the control unit 52 preferably controls the assist motor 42 so that at least one of the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the manual driving force H is reduced.

[0053] When the shift variable X of the transmission 46 moves from either the first range D1 or the second range D2 into a predetermined range DA, the control unit 52 preferably sets at least one of the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the manual driving force H to a predetermined value. The predetermined value corresponds to, for example, the output upper limit value L, the output M, or the output ratio A that is set for each operating mode of the assist motor 42.

[0054] The transmission variable X relates to the operating position P of the transmission 46, and the rotation ratio R when the operating position P is in the first range DP1 is preferably greater than the rotation ratio R when the operating position P is in the predetermined range DPA. The transmission ratio S when the operating position P is in the first range DP1 is preferably greater than the transmission ratio S when the operating position P is in the predetermined range DPA.

[0055] The transmission variable X relates to the operating position P of the transmission 46, and the rotation ratio R when the operating position P is in the second range DP2 is preferably smaller than the rotation ratio R when the operating position P is in the predetermined range DPA. The transmission ratio S when the operating position P is in the second range DP2 is preferably smaller than the transmission ratio S when the operating position P is in the predetermined range DPA.

[0056] If the shift variable X relates to the operating position P of the transmission 46, then when the operating position P of the transmission 46 is in the first range DP1 while the human-powered vehicle 10 is traveling, the control unit 52 preferably controls the assist motor 42 so that at least one of the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human-powered driving force H increases.

[0057] When the shift variable X relates to the operating position P of the transmission 46, if the operating position P of the transmission 46 is in a second range DP2 that is different from the first range DP1 and is not included in the predetermined range DPA, it is preferable that the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the manual driving force H is reduced.

[0058] The shift variable X relates to the operating position P of the transmission 46, and when the operating position P of the transmission 46 moves from either the first range DP1 or the second range DP2 into a predetermined range DPA, it is preferable that the control unit 52 sets at least one of the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the manual driving force H to a predetermined value.

[0059] Referring to Fig. 3, a process for controlling the assist motor 42 when the shift variable X relates to the operating position P of the transmission 46 will be described. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S11 of the flowchart shown in Fig. 3. When the flowchart of Fig. 3 ends, the control unit 52 repeats the process from step S11 after a predetermined period until the supply of power is stopped.

[0060] In step S11, the control unit 52 determines whether the human-powered vehicle 10 is traveling. For example, the control unit 52 determines that the human-powered vehicle 10 is traveling when the traveling speed V is equal to or greater than a predetermined traveling speed and when the rotation speed N of the crank 14 is equal to or greater than a predetermined rotation speed. If the human-powered vehicle 10 is not traveling, the control unit 52 ends the process. If the human-powered vehicle 10 is traveling, the control unit 52 proceeds to step S12.

[0061] In step S12, the control unit 52 determines whether the operating position P of the transmission 46 is outside the predetermined range DPA. If the operating position P of the transmission 46 is not outside the predetermined range DPA, the control unit 52 ends the processing. If the operating position P of the transmission 46 is outside the predetermined range DPA, the control unit 52 proceeds to step S13.

[0062] In step S13, the control unit 52 determines whether the operating position P of the transmission 46 is in the first range DP1. If the operating position P of the transmission 46 is in the first range DP1, the control unit 52 proceeds to step S14. In step S14, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L, the output M, and the output ratio A increases, and then the control unit 52 proceeds to step S17.

[0063] If the operating position P of the transmission 46 is not in the first range DP1 in step S13, the control unit 52 proceeds to step S15. In step S15, the control unit 52 determines whether the operating position P of the transmission 46 is in the second range DP2. If the operating position P of the transmission 46 is not in the second range DP2, the control unit 52 ends the processing.

[0064] If the operating position P of the transmission 46 is in the second range DP2 in step S15, the control unit 52 proceeds to step S16. In step S16, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L, the output M, and the output ratio A decreases, and then the control unit 52 proceeds to step S17.

[0065] In step S17, the control unit 52 determines whether the operating position P of the transmission 46 is within the predetermined range DPA. The control unit 52 repeats the process of step S17 until the operating position P of the transmission 46 is within the predetermined range DPA. When the operating position P of the transmission 46 is within the predetermined range DPA, the control unit 52 proceeds to step S18. In step S18, the control unit 52 sets at least one of the output upper limit value L, the output M, and the output ratio A to a predetermined value, and then ends the process. In step S18, the control unit 52 may return at least one of the output upper limit value L, the output M, and the output ratio A to the value before being changed in step S14 or step S16, and then end the process.

[0066] The speed change variable X relates to the rotation ratio R, and it is preferable that the rotation ratio R included in the first range DR1 is greater than the rotation ratio R included in the predetermined range DRA. The shift variable X relates to the rotation ratio R, and it is preferable that the rotation ratio R included in the second range DR2 is smaller than the rotation ratio R included in the predetermined range DRA.

[0067] If the shift variable X relates to the rotation ratio R, then when the rotation ratio R is within the first range DR1 while the human-powered vehicle 10 is traveling, the control unit 52 preferably controls the assist motor 42 so that at least one of the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human-powered driving force H increases.

[0068] When the shift variable X relates to the rotation ratio R, if the rotation ratio R is in a second range DR2 that is different from the first range DR1 and is not included in the predetermined range DRA, it is preferable that the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the manual driving force H is reduced.

[0069] The transmission variable X relates to the rotation ratio R, and when the rotation ratio R of the transmission 46 changes from either the first range DR1 or the second range DR2 into a predetermined range DRA, it is preferable that the control unit 52 sets at least one of the upper output limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the manual driving force H to a predetermined value.

[0070] Referring to Fig. 4, a process for controlling the assist motor 42 when the speed change variable X is related to the rotation ratio R will be described. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S21 of the flowchart shown in Fig. 4. When the flowchart of Fig. 4 ends, the control unit 52 repeats the process from step S21 after a predetermined period until the supply of power is stopped.

[0071] In step S21, the control unit 52 determines whether the human-powered vehicle 10 is traveling. For example, the control unit 52 determines that the human-powered vehicle 10 is traveling when the traveling speed V is equal to or greater than a predetermined traveling speed and when the rotation speed N of the crank 14 is equal to or greater than a predetermined rotation speed. If the human-powered vehicle 10 is not traveling, the control unit 52 ends the process. If the human-powered vehicle 10 is traveling, the control unit 52 proceeds to step S22.

[0072] In step S22, control unit 52 determines whether or not rotation ratio R is outside predetermined range DRA. If rotation ratio R is not outside predetermined range DRA, control unit 52 ends the process. If rotation ratio R is outside predetermined range DRA, control unit 52 proceeds to step S23.

[0073] In step S23, the control unit 52 determines whether the rotation ratio R is within the first range DR1. If the rotation ratio R is within the first range DR1, the control unit 52 proceeds to step S24. In step S24, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L, the output M, and the output ratio A increases, and then the control unit 52 proceeds to step S27.

[0074] If the rotation ratio R is not within the first range DR1 in step S23, the control unit 52 proceeds to step S25. In step S25, the control unit 52 determines whether the rotation ratio R is within the second range DR2. If the rotation ratio R is not within the second range DR2, the control unit 52 ends the process.

[0075] If the rotation ratio R is within the second range DR2 in step S25, the control unit 52 proceeds to step S26. In step S26, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L, the output M, and the output ratio A decreases, and then the control unit 52 proceeds to step S27.

[0076] In step S27, control unit 52 determines whether rotation ratio R is within a predetermined range DRA. Control unit 52 repeats the process of step S27 until rotation ratio R falls within the predetermined range DRA. When rotation ratio R falls within the predetermined range DRA, control unit 52 proceeds to step S28. In step S28, control unit 52 sets at least one of output upper limit value L, output M, and output ratio A to a predetermined value, and then ends the process. In step S28, control unit 52 may return at least one of output upper limit value L, output M, and output ratio A to the value before it was changed in step S24 or step S26, and then end the process.

[0077] When the gear shift variable X is in the first range D1, where the rotation ratio R is greater than in the predetermined range DA, the rider's load is greater than when the gear shift variable X is in the predetermined range DA. This can cause the rider to feel uncomfortable. When the gear shift variable X is in the first range D1, the control unit 52 increases at least one of the output upper limit value L, the output M, and the output ratio A of the assist motor 42, thereby reducing the rider's load. This also makes it less likely that the rider will feel uncomfortable.

[0078] When the gear shift variable X is in the second range D2, where the rotation ratio R is smaller than that in the predetermined range DA, the rider's load is smaller than when the gear shift variable X is in the predetermined range DA. This can cause the rider to feel uncomfortable. When the gear shift variable X is in the second range D2, the control unit 52 reduces at least one of the output upper limit value L, the output M, and the output ratio A of the assist motor 42, making it less likely that the rider will feel uncomfortable. In addition, the power consumption of the assist motor 42 can be reduced.

[0079] (Second embodiment) A control device 50 of the second embodiment will be described with reference to Figures 5 and 6. The control device 50 of the second embodiment is similar to the control device 50 of the first embodiment except that the regenerative state is changed in accordance with the shift variable X. Therefore, the same reference numerals as in the first embodiment are used for the components common to the first embodiment, and redundant explanations will be omitted.

[0080] The control unit 52 includes a regeneration mode that places the assist motor 42 in a regenerative state. In the regeneration mode, switching is performed between an assist state in which the assist motor 42 assists in the propulsion of the human-powered vehicle 10 and a regeneration state in which the assist motor 42 regenerates. The human-powered vehicle 10 is configured to be able to change at least one of the regeneration amount and the regeneration rate in the regeneration mode. The control unit 52 is preferably configured to be able to change the regeneration amount in the regeneration mode. The regeneration amount may be the amount of power generated per predetermined number of rotations of the wheels 12, or the amount of power generated per predetermined time. The control unit 52 charges the battery 40 with power generated by regeneration of the assist motor 42. The control device 50 may include an operation unit that allows the rider to select the regeneration mode. The control unit 52 may switch to the regeneration mode when a condition for switching to the regeneration mode is met. The condition for switching to the regeneration mode includes, for example, the remaining charge of the battery 40 being equal to or less than a predetermined amount.

[0081] For example, in the regeneration mode, the control unit 52 switches between the assist state and the regeneration state according to the torque TH or power WH of the manual driving force H, and changes the amount of regeneration by changing the torque TH or power WH that switches between the assist state and the regeneration state. For example, in the regeneration mode, when the torque TH or power WH becomes equal to or less than a first value, the control unit 52 switches from the assist state to the regeneration state and increases the first value to increase the amount of regeneration. The first value may also be selected to be equal to or less than zero. In the regeneration mode, the control unit 52 may change the ratio between the time in the assist state and the time in the regeneration state to change the amount of regeneration. For example, when the rotational phase of the crank 14 is within a predetermined phase range, the control unit 52 drives the assist motor 42, and when the rotational phase is outside the predetermined phase range, the control unit 52 causes the assist motor 42 to regenerate. In this case, the control unit 52 increases the amount of regeneration by narrowing the predetermined phase range.

[0082] In the regenerative state, the control unit 52 may supply power to electrical components other than the assist motor 42 instead of or in addition to charging the battery 40. The electrical components include, for example, lamps or braking devices.

[0083] The control unit 52 controls the assist motor 42, which assists in the propulsion of the human-powered vehicle 10 equipped with a transmission 46, in accordance with the human-powered driving force H input to the crank 14. The control unit 52 controls the assist motor 42 so that the regenerative state of the assist motor 42 when the transmission variable X of the transmission 46 is not within a predetermined range DA differs from the regenerative state of the assist motor 42 when the transmission variable X is within the predetermined range DA. The transmission 46 changes the rotation ratio R, which is defined as the quotient obtained by dividing the rotation speed of the wheels 12 by the rotation speed of the crank 14. The transmission 46 is configured similarly to the transmission 46 of the first embodiment.

[0084] The regeneration state preferably includes at least one of the regeneration amount of the assist motor 42 and the regeneration rate of the assist motor 42.

[0085] For example, while the human-powered vehicle 10 is traveling, the control unit 52 controls the assist motor 42 so that the amount of regeneration of the assist motor 42 when the shift variable X of the transmission 46 is not within the predetermined range DA is greater than the amount of regeneration of the assist motor 42 when the shift variable X is within the predetermined range DA. For example, while the human-powered vehicle 10 is traveling, the control unit 52 controls the assist motor 42 so that the amount of regeneration of the assist motor 42 when the shift variable X of the transmission 46 is not within the predetermined range DA is smaller than the amount of regeneration of the assist motor 42 when the shift variable X is within the predetermined range DA. Preferably, while the human-powered vehicle 10 is traveling, the control unit 52 controls the assist motor 42 so that the amount of regeneration of the assist motor 42 when the shift variable X of the transmission 46 is within a first range D1 outside the predetermined range DA is smaller than the amount of regeneration of the assist motor 42 when the shift variable X is within the predetermined range DA, and controls the assist motor 42 so that the amount of regeneration of the assist motor 42 when the shift variable X of the transmission 46 is within a second range D2 outside the predetermined range DA is greater than the amount of regeneration of the assist motor 42 when the shift variable X is within the predetermined range DA.

[0086] For example, if the shift variable X relates to the operating position P of the transmission 46, the control unit 52 controls the assist motor 42 so that the amount of regeneration of the assist motor 42 when the operating position P of the transmission 46 is not within the predetermined range DPA while the human-powered vehicle 10 is traveling is greater than the amount of regeneration of the assist motor 42 when the operating position P is within the predetermined range DPA. For example, if the shift variable X relates to the operating position P of the transmission 46, the control unit 52 controls the assist motor 42 so that the amount of regeneration of the assist motor 42 when the operating position P of the transmission 46 is not within the predetermined range DPA while the human-powered vehicle 10 is traveling is less than the amount of regeneration of the assist motor 42 when the operating position P is within the predetermined range DPA. When the shift variable X relates to the operating position P of the transmission 46, it is preferable that the control unit 52 controls the assist motor 42 so that, while the human-powered vehicle 10 is traveling, the amount of regeneration of the assist motor 42 when the operating position P of the transmission 46 is within a first range DP1 outside the predetermined range DPA is smaller than the amount of regeneration of the assist motor 42 when the operating position P is within the predetermined range DPA, and controls the assist motor 42 so that the amount of regeneration of the assist motor 42 when the operating position P of the transmission 46 is within a second range DP2 outside the predetermined range DPA is greater than the amount of regeneration of the assist motor 42 when the operating position P is within the predetermined range DPA.

[0087] Referring to Fig. 5, a process for controlling the amount of regeneration of the assist motor 42 when the shift variable X relates to the operating position P of the transmission 46 will be described. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S31 of the flowchart shown in Fig. 5. When the flowchart of Fig. 5 ends, the control unit 52 repeats the process from step S31 after a predetermined period until the supply of power is stopped.

[0088] In step S31, the control unit 52 determines whether the human-powered vehicle 10 is traveling. For example, the control unit 52 determines that the human-powered vehicle 10 is traveling when the traveling speed V is equal to or greater than a predetermined traveling speed and when the rotation speed N of the crank 14 is equal to or greater than a predetermined rotation speed. If the human-powered vehicle 10 is not traveling, the control unit 52 ends the process. If the human-powered vehicle 10 is traveling, the control unit 52 proceeds to step S32.

[0089] In step S32, the control unit 52 determines whether the operating position P of the transmission 46 is outside the predetermined range DPA. If the operating position P of the transmission 46 is not outside the predetermined range DPA, the control unit 52 ends the processing. If the operating position P of the transmission 46 is outside the predetermined range DPA, the control unit 52 proceeds to step S33.

[0090] In step S33, the control unit 52 determines whether the operating position P of the transmission 46 is in the first range DP1. If the operating position P of the transmission 46 is in the first range DP1, the control unit 52 proceeds to step S34. In step S34, the control unit 52 controls the assist motor 42 to reduce the amount of regeneration, and then proceeds to step S37.

[0091] If the operating position P of the transmission 46 is not in the first range DP1 in step S33, the control unit 52 proceeds to step S35. In step S15, the control unit 52 determines whether the operating position P of the transmission 46 is in the second range DP2. If the operating position P of the transmission 46 is not in the second range DP2, the control unit 52 ends the process.

[0092] If the operating position P of the transmission 46 is in the second range DP2 in step S35, the control unit 52 proceeds to step S36. In step S36, the control unit 52 controls the assist motor 42 to increase the amount of regeneration, and then proceeds to step S37.

[0093] In step S37, the control unit 52 determines whether the operating position P of the transmission 46 is within the predetermined range DPA. The control unit 52 repeats the process of step S37 until the operating position P of the transmission 46 is within the predetermined range DPA. When the operating position P of the transmission 46 is within the predetermined range DPA, the control unit 52 proceeds to step S38. In step S38, the control unit 52 sets the regeneration amount to a predetermined value and ends the process. In step S38, the control unit 52 may return the regeneration amount to the value before it was changed in step S34 or step S36 and end the process.

[0094] For example, if the shift variable X is related to the rotation ratio R, the control unit 52 controls the assist motor 42 so that the amount of regeneration of the assist motor 42 when the rotation ratio R is not within the predetermined range DRA while the human-powered vehicle 10 is traveling is greater than the amount of regeneration of the assist motor 42 when the rotation ratio R is within the predetermined range DRA. For example, if the shift variable X is related to the rotation ratio R, the control unit 52 controls the assist motor 42 so that the amount of regeneration of the assist motor 42 when the rotation ratio R is not within the predetermined range DRA while the human-powered vehicle 10 is traveling is less than the amount of regeneration of the assist motor 42 when the rotation ratio R is within the predetermined range DRA. When the shift variable X relates to the rotation ratio R, it is preferable that the control unit 52 controls the assist motor 42 so that, while the human-powered vehicle 10 is traveling, the amount of regeneration of the assist motor 42 when the rotation ratio R is within a first range DR1 outside the predetermined range DRA is smaller than the amount of regeneration of the assist motor 42 when the rotation ratio R is within the predetermined range DRA, and controls the assist motor 42 so that the amount of regeneration of the assist motor 42 when the rotation ratio R is within a second range DR2 outside the predetermined range DRA is greater than the amount of regeneration of the assist motor 42 when the rotation ratio R is within the predetermined range DRA.

[0095] Referring to Fig. 6, a process for controlling the assist motor 42 when the speed change variable X is related to the rotation ratio R will be described. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S41 of the flowchart shown in Fig. 6. When the flowchart of Fig. 6 ends, the control unit 52 repeats the process from step S41 after a predetermined period until the supply of power is stopped.

[0096] In step S41, the control unit 52 determines whether the human-powered vehicle 10 is traveling. For example, the control unit 52 determines that the human-powered vehicle 10 is traveling when the traveling speed V is equal to or greater than a predetermined traveling speed and when the rotation speed N of the crank 14 is equal to or greater than a predetermined rotation speed. If the human-powered vehicle 10 is not traveling, the control unit 52 ends the process. If the human-powered vehicle 10 is traveling, the control unit 52 proceeds to step S42.

[0097] In step S42, the control unit 52 determines whether the rotation ratio R is outside the predetermined range DRA. If the rotation ratio R is not outside the predetermined range DRA, the control unit 52 ends the processing. If the rotation ratio R is outside the predetermined range DRA, the control unit 52 proceeds to step S43.

[0098] In step S43, the control unit 52 determines whether the rotation ratio R is within the first range DR1. If the rotation ratio R is within the first range DR1, the control unit 52 proceeds to step S44. In step S44, the control unit 52 controls the assist motor 42 to reduce the amount of regeneration, and then proceeds to step S47.

[0099] If the rotation ratio R is not within the first range DR1 in step S43, the control unit 52 proceeds to step S45. In step S45, the control unit 52 determines whether the rotation ratio R is within the second range DR2. If the rotation ratio R is not within the second range DR2, the control unit 52 ends the process.

[0100] If the rotation ratio R is within the second range DR2 in step S45, the control unit 52 proceeds to step S46. In step S46, the control unit 52 controls the assist motor 42 to increase the amount of regeneration, and then proceeds to step S47.

[0101] In step S47, the control unit 52 determines whether the rotation ratio R is within a predetermined range DRA. The control unit 52 repeats the process of step S47 until the rotation ratio R falls within the predetermined range DRA. When the rotation ratio R falls within the predetermined range DRA, the control unit 52 proceeds to step S48. In step S48, the control unit 52 sets the regeneration amount to a predetermined value and ends the process. In step S48, the control unit 52 may return the regeneration amount to the value before it was changed in step S44 or step S46 and end the process.

[0102] When the gear shift variable X is in the first range D1, where the rotation ratio R is greater than in the predetermined range DA, the rider's load is greater than when the gear shift variable X is in the predetermined range DA. This can cause the rider to feel uncomfortable. When the gear shift variable X is in the first range D1, the control unit 52 reduces the amount of regeneration of the assist motor 42, thereby reducing the rider's load. This also makes it less likely that the rider will feel uncomfortable.

[0103] When the gear shift variable X is in the second range D2, where the rotation ratio R is smaller than that in the predetermined range DA, the rider's load is smaller than when the gear shift variable X is in the predetermined range DA. This may cause the rider to feel uncomfortable. When the gear shift variable X is in the second range D2, the control unit 52 increases the amount of regeneration of the assist motor 42, making it less likely that the rider will feel uncomfortable. In addition, the amount of power generated can be increased.

[0104] (Variation) The descriptions of the embodiments are merely examples of possible forms of a control device for a human-powered vehicle according to the present invention, and are not intended to limit the forms. A control device for a human-powered vehicle according to the present invention can take the form of, for example, a modified version of the embodiment shown below, or a combination of at least two mutually consistent modified versions. In the following modified versions, parts that are common to the embodiment will be assigned the same reference numerals as in the embodiment, and descriptions thereof will be omitted.

[0105] In the second embodiment, when the shift variable X of the transmission 46 is within one of the first range D1 and the second range D2, the control unit 52 may control the assist motor 42 so that the regeneration rate is different from that when the shift variable X is within the predetermined range DA. The regeneration rate is, for example, the proportion of the power WH or torque TH of the manual driving force H that is used for regeneration. For example, the assist motor 42 is provided with a switching device that can switch the proportion of the manual driving force H that is transmitted to the rotor of the assist motor 42, and the control unit 52 changes the regeneration rate by controlling the switching device. For example, while the human-powered vehicle 10 is traveling, the control unit 52 controls the assist motor 42 so that the regeneration rate of the assist motor 42 when the shift variable X of the transmission 46 is not within the predetermined range DA is greater than the regeneration rate of the assist motor 42 when the shift variable X is within the predetermined range DA. For example, while the human-powered vehicle 10 is traveling, the control unit 52 controls the assist motor 42 so that the regeneration rate of the assist motor 42 when the shift variable X of the transmission 46 is not within the predetermined range DA is smaller than the regeneration rate of the assist motor 42 when the shift variable X is within the predetermined range DA. Preferably, while the human-powered vehicle 10 is traveling, the control unit 52 controls the assist motor 42 so that the regeneration rate of the assist motor 42 when the shift variable X of the transmission 46 is within a first range D1 outside the predetermined range DA is smaller than the regeneration rate of the assist motor 42 when the shift variable X is within the predetermined range DA, and controls the assist motor 42 so that the regeneration rate of the assist motor 42 when the shift variable X of the transmission 46 is within a second range D2 outside the predetermined range DA is larger than the regeneration rate of the assist motor 42 when the shift variable X is within the predetermined range DA. Specifically, when the shift variable X relates to the operating position P of the transmission 46, as shown in FIG. 7, step S34 in FIG. 5 is changed to step S51 in FIG. 7, step S36 in FIG. 5 is changed to step S52 in FIG. 7, and step S38 in FIG. 5 is changed to step S53 in FIG. 7. In step S51, the control unit 52 controls the assist motor 42 to decrease the regeneration rate, and the process proceeds to step S37. In step S52, the control unit 52 controls the assist motor 42 to increase the regeneration rate, and the process proceeds to step S37. In step S53, the control unit 52 sets the regeneration rate to a predetermined value, and ends the process. If the shift variable X is related to the rotation ratio R, as shown in Fig. 8, step S44 in Fig. 6 is changed to step S61 in Fig. 8, step S46 in Fig. 6 is changed to step S62 in Fig. 8, and step S48 in Fig. 6 is changed to step S63 in Fig. 8. In step S61, the control unit 52 controls the assist motor 42 to decrease the regeneration rate, and the process proceeds to step S47. In step S62, the control unit 52 controls the assist motor 42 to increase the regeneration rate, and the process proceeds to step S47. In step S63, the control unit 52 sets the regeneration rate to a predetermined value, and ends the process.

[0106] In the first embodiment, when the shift variable X of the transmission 46 is within either the first range D1 or the second range D2, the control unit 52 may control the assist motor 42 so that at least one of the regeneration amount and the regeneration rate is different from when the shift variable X is within the predetermined range DA.

[0107] The control unit 52 may control at least one of the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the manual driving force H, in accordance with the difference between the shift variable X of the transmission 46 that falls within the predetermined range DA and the shift variable X of the transmission 46 that falls outside the predetermined range DA. The transmission 46 changes the rotation ratio R, which is defined as the quotient obtained by dividing the rotation speed of the wheels 12 by the rotation speed of the crank 14. The transmission 46 is configured in the same manner as the transmission 46 of the first embodiment. It is preferable that the shift variable X of the transmission 46 that falls within the predetermined range DA is the shift variable X that corresponds to the shift command value stored in the memory unit 54. It is preferable that control unit 52 controls at least one of output upper limit value L of assist motor 42, output M of assist motor 42, and output ratio A of assist motor 42 to manual driving force H, in accordance with the difference between gear shift variable X corresponding to the gear shift command value stored in memory unit 54 and gear shift variable X detected by first detection unit 62 or second detection unit 64. For example, when operating position P of transmission 46 is within first range DP1, control unit 52 increases the increase amount of at least one of output upper limit value L, output M, and output ratio A as the difference between operating position P of transmission 46 detected by first detection unit 62 and operating position P corresponding to the gear shift command value stored in memory unit 54 increases. For example, when the operating position P of the transmission 46 is within the second range DP2, the control unit 52 increases the amount of decrease in at least one of the output upper limit value L, the output M, and the output ratio A, the greater the difference between the operating position P of the transmission 46 detected by the first detection unit 62 and the operating position P corresponding to the shift command value stored in the memory unit 54. For example, when the rotation ratio R is within the first range DR1, the control unit 52 increases the amount of increase in at least one of the output upper limit value L, the output M, and the output ratio A, the greater the difference between the rotation ratio R detected by the second detection unit 64 and the rotation ratio R corresponding to the shift command value stored in the memory unit 54. For example, when the rotation ratio R is within the second range DR2, the control unit 52 increases the amount of decrease in at least one of the output upper limit value L, the output M, and the output ratio A, the greater the difference between the rotation ratio R detected by the second detection unit 64 and the rotation ratio R corresponding to the shift command value stored in the memory unit 54.As the difference between the shift variable X included in the predetermined range DA and the shift variable X outside the predetermined range DA increases, the control unit 52 may linearly, stepwise, or exponentially increase at least one of the output upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the manual driving force H.

[0108] The control unit 52 may change the operating position P and control the assist motor 42 in accordance with the gear ratio S. In this case, the control device 50 preferably includes a third detection unit for detecting the gear ratio S. The third detection unit detects, for example, the rotational speed of a rotating body upstream of the transmission 46 and the rotational speed of a rotating body downstream of the transmission 46. The control unit 52 calculates the gear ratio S by dividing the rotational speed of the rotating body downstream of the transmission 46 by the rotational speed of the rotating body upstream of the transmission 46. If the human-powered vehicle 10 includes multiple transmissions 46, the control unit 52 may control the assist motor 42 in accordance with the gear ratio S of each transmission 46, or may control the assist motor 42 in accordance with a rotation ratio R obtained by multiplying the gear ratios S of the multiple transmissions 46.

[0109] The transmission 46 may not have an actuator and may be connected to the gearshift operating device by a mechanical cable. In this case, the control unit 52 preferably stores the gearshift variable X corresponding to the detected operation of the gearshift operating device in the memory unit 54. In this case, the predetermined range DA is a range that includes the gearshift variable X stored in the memory unit 54. [Explanation of symbols]

[0110] 10... human-powered vehicle, 12... wheel, 14... crank, 42... assist motor, 46... transmission, 50... control device for human-powered vehicle, 52... control unit.

Claims

1. A control device for a human-powered vehicle, a control unit that controls the output of an assist motor that assists the propulsion of the human-powered vehicle, which is equipped with a transmission that changes a rotation ratio defined by dividing the rotation speed of the wheels by the rotation speed of a crank, in accordance with the human-powered driving force input to the crank; the control unit sets a shift command value to drive the transmission, the gear shift command value includes information on at least one of an operating position of the transmission, a gear ratio formed by the operating position, and the rotation ratio; the control unit controls at least one of an output upper limit value of the assist motor, an output of the assist motor, and an output ratio of the assist motor to the manual driving force in accordance with a difference between a shift variable of the transmission that is within a predetermined range and corresponds to the shift command value and a shift variable of the transmission that is outside the predetermined range; a storage unit that stores the shift command value and the corresponding shift variable; the shift variable of the transmission included in the predetermined range is the shift variable corresponding to the shift command value stored in the storage unit, the control unit controls at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the manual driving force in accordance with a difference between the shift variable corresponding to the shift command value stored in the storage unit and the shift variable detected by the detection unit; the transmission variable relates to the operating position of the transmission; when the operating position of the transmission is within a first range outside the predetermined range, the control unit increases an increase amount of at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the manual driving force as the difference between the operating position of the transmission detected by the detection unit and the operating position corresponding to the gear shift command value stored in the storage unit increases, The rotation ratio included in the first range is greater than the rotation ratio included in the predetermined range.

2. when the operating position of the transmission is different from the first range and is within a second range that is not within the predetermined range, the control unit increases a decrease amount of at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the manual driving force, the greater the difference between the operating position of the transmission detected by the detection unit and the operating position corresponding to the gear shift command value stored in the storage unit; The control device according to claim 1 , wherein the rotation ratio included in the second range is smaller than the rotation ratio included in the predetermined range.

3. A control device for a human-powered vehicle, a control unit that controls the output of an assist motor that assists the propulsion of the human-powered vehicle, which is equipped with a transmission that changes a rotation ratio defined by dividing the rotation speed of the wheels by the rotation speed of a crank, in accordance with the human-powered driving force input to the crank; the control unit sets a shift command value to drive the transmission, the gear shift command value includes information on at least one of an operating position of the transmission, a gear ratio formed by the operating position, and the rotation ratio; the control unit controls at least one of an output upper limit value of the assist motor, an output of the assist motor, and an output ratio of the assist motor to the manual driving force in accordance with a difference between a shift variable of the transmission that is within a predetermined range and corresponds to the shift command value and a shift variable of the transmission that is outside the predetermined range; a storage unit that stores the shift command value and the corresponding shift variable; the shift variable of the transmission included in the predetermined range is the shift variable corresponding to the shift command value stored in the storage unit, the control unit controls at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the manual driving force in accordance with a difference between the shift variable corresponding to the shift command value stored in the storage unit and the shift variable detected by the detection unit; the transmission variable relates to the operating position of the transmission; when the operating position of the transmission is within a second range that is not within the predetermined range, the control unit increases a decrease amount of at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the manual driving force, the greater the difference between the operating position of the transmission detected by the detection unit and the operating position corresponding to the gear shift command value stored in the storage unit; The rotation ratio included in the second range is smaller than the rotation ratio included in the predetermined range.

4. 4. The control device according to claim 1, wherein the control unit increases at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the manual driving force as the difference between the shift variable included in the predetermined range and the shift variable outside the predetermined range increases.

5. 5. The control device according to claim 4, wherein the control unit linearly, stepwise, or exponentially increases at least one of the output upper limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the manual driving force as the difference between the shift variable included in the predetermined range and the shift variable outside the predetermined range increases.

Images