Control device for human-powered vehicles

Abstract

To provide a control device for a human-powered vehicle which allows a gear change operation by a derailleur to be performed preferably.SOLUTION: A control device for a human-powered vehicle includes a control unit configured to control a motor. The control unit is configured to be able to perform a gear change operation, in which a transmitting body is driven by the motor and the transmitting body is operated by a derailleur to change a change gear ratio, when a crank shaft is stopped, and has a control state including a first control state, in which the gear change operation is performed, and a second control state, in which drive power of the motor is reduced in the gear change operation compared with that in the first control state. When a rider rides on the human-powered vehicle and the human-powered vehicle is stopped, the control state is shifted to the second control state. When a predetermined condition is met, the control state is shifted from the second control state to the first control state.SELECTED DRAWING: Figure 4

Description

[Technical Field]

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

[0002] For example, Patent Document 1 discloses a control device for a human-powered vehicle that is configured to drive a chain using a motor so that the derailleur can perform gear shifting even when the chain drive is stopped. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 5686876 Summary of the Invention [Problem to be solved by the invention]

[0004] One object of the present disclosure is to provide a control device for a human-powered vehicle that can suitably perform a gear change operation using a derailleur. [Means for solving the problem]

[0005] A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle including: a crankshaft to which human-powered driving force is input; a first rotating body connected to the crankshaft; wheels; a second rotating body connected to the wheels; a transmission body configured to engage with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body; a derailleur configured to operate the transmission body to change a gear ratio of a rotational speed of the wheels relative to a rotational speed of the crankshaft; and a motor configured to drive the transmission body, and a control unit configured to control the motor. The control unit is configured to be able to perform a gear shifting operation when the crankshaft is stopped, by driving the transmission body with the motor and operating the transmission body with the derailleur to change the gear ratio, and has control states including a first control state in which the gear shifting operation is performed and a second control state in which the driving force of the motor in the gear shifting operation is suppressed compared to the first control state, and when a rider is on the human-powered vehicle and the human-powered vehicle is stopped, the control state is transitioned to the second control state, and when a predetermined condition is met, the control state is transitioned from the second control state to the first control state. According to the control device of the first aspect, when a rider is on the human-powered vehicle and the human-powered vehicle is stopped, the driving force of the motor is suppressed, and when a predetermined condition is met, the gear shift operation by the derailleur is less likely to be suppressed. As a result, the gear shift operation by the derailleur can be performed appropriately according to the predetermined condition.

[0006] In the control device of a second aspect according to the first aspect, the predetermined condition is satisfied when the parameter related to the manual driving force is equal to or greater than a first value. According to the control device of the second aspect, when the parameter related to the manual driving force is equal to or greater than the first value, the gear shifting operation by the derailleur is less likely to be suppressed.

[0007] A control device according to a third aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle including a crankshaft to which human-powered driving force is input, a first rotating body connected to the crankshaft, wheels, a second rotating body connected to the wheels, a transmission body configured to engage with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body, a derailleur configured to operate the transmission body to change a gear ratio of a rotational speed of the wheels relative to a rotational speed of the crankshaft, and a motor configured to drive the transmission body, and configured to control the motor. The control unit is configured to perform a gear shifting operation by driving the transmission body with the motor and operating the transmission body with the derailleur to change the gear ratio when the crankshaft is stopped, and has control states including a first control state in which the gear shifting operation is performed and a second control state in which the driving force of the motor in the gear shifting operation is suppressed compared to the first control state, and when a rider is on board the human-powered vehicle and at least one of the posture of the body of the human-powered vehicle and the posture of the rider is in a predetermined state, the control state is transitioned to the second control state. According to the control device of the third aspect, when a rider is on board a human-powered vehicle and at least one of the posture of the body of the human-powered vehicle and the posture of the rider is in a predetermined state, the control state is transitioned to the second control state, thereby enabling the derailleur to perform gear shifting operations in an optimal manner.

[0008] In the control device of a fourth aspect according to the third aspect, the predetermined state includes at least one of a state in which the rate of change of the attitude angle of the body of the human-powered vehicle or the attitude angle of the rider is greater than a first rate of change, and a state in which the frequency with which the attitude angle of the body of the human-powered vehicle or the attitude angle of the rider repeatedly increases and decreases is greater than a first frequency. According to the control device of the fourth aspect, in the case of a predetermined state including at least one of a state where the rate of change of the body attitude angle or the rider attitude angle of the human-powered vehicle is greater than the first rate of change, and a state where the frequency with which the body attitude angle or the rider attitude angle of the human-powered vehicle repeatedly increases and decreases is greater than the first frequency, the control state is transitioned to the second control state, thereby enabling the derailleur to perform gear shifting operations in an optimal manner.

[0009] In the control device of the fifth aspect according to the fourth aspect, the attitude angle of the body of the human-powered vehicle includes at least one of a roll angle, a yaw angle, and a pitch angle. According to the control device of the fifth aspect, the control state can be suitably shifted in accordance with the attitude angle of the body of the human-powered vehicle, which includes at least one of the roll angle, yaw angle, and pitch angle.

[0010] In the control device of a sixth aspect according to the third aspect, the control unit determines the rider's posture in accordance with the manual driving force and the angle of the crankshaft. According to the control device of the sixth aspect, the rider's posture can be determined according to the angle of the crankshaft.

[0011] In the control device of a seventh aspect according to any one of the third to sixth aspects, the predetermined state includes a contact state of the wheel with the ground. According to the control device of the seventh aspect, the control state can be suitably shifted depending on the contact state between the wheels and the ground.

[0012] In the control device of an eighth aspect according to any one of the third to seventh aspects, the predetermined state includes a state in which the rider is standing up while pedaling. According to the control device of the eighth aspect, the control state can be suitably shifted in accordance with the rider's standing pedaling state.

[0013] In the control device of a ninth aspect according to any one of the third to eighth aspects, the predetermined state includes an operating state of a brake device of the human-powered vehicle. According to the control device of the ninth aspect, the control state can be suitably shifted depending on the operating state of the braking device of the human-powered vehicle.

[0014] In the control device of a tenth aspect according to any one of the third to ninth aspects, the predetermined state includes an operating state of a suspension device of the human-powered vehicle. According to the control device of the tenth aspect, the control state can be suitably shifted in accordance with the operating state of the suspension device.

[0015] In the control device of an eleventh aspect according to any one of the third to tenth aspects, the control unit transitions the control state to the second control state when the rider is riding on the human-powered vehicle and when at least one of the posture of the body of the human-powered vehicle and the posture of the rider is in the predetermined state, and transitions the control state to the first control state after transitioning the control state to the second control state when a state in which the rider's load is greater than the first load continues for a first period or more. According to the control device of the eleventh aspect, when a rider is on board a human-powered vehicle and at least one of the posture of the body of the human-powered vehicle and the posture of the rider is in a predetermined state, the control state is transitioned to the second control state, and after the control unit transitions to the second control state, if the state in which the rider's load is greater than the first load continues for a first period or more, the gear shifting operation by the derailleur becomes less likely to be suppressed.

[0016] In the control device of the twelfth aspect according to any one of the third to tenth aspects of the present disclosure, the predetermined state includes a case where the steering angle of the handlebars of the human-powered vehicle is outside a predetermined angle range, and the predetermined angle range includes an angle that coincides with the extension direction of the frame of the human-powered vehicle. According to the control device of the twelfth aspect, the control state can be suitably shifted in accordance with the steering angle of the handlebar.

[0017] In the control device of a thirteenth aspect according to any one of the third to eleventh aspects, the control unit determines that the rider is riding when the parameter related to the human-powered driving force is equal to or greater than a first value. According to the control device of the thirteenth aspect, when the parameter relating to the human-powered driving force is equal to or greater than the first value, it can be determined that a rider is on board.

[0018] A control device according to a fourteenth aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle including: a crankshaft to which human-powered driving force is input; a first rotating body connected to the crankshaft; wheels; a second rotating body connected to the wheels; a transmission body configured to engage with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body; a derailleur configured to operate the transmission body to change a gear ratio of a rotational speed of the wheels relative to a rotational speed of the crankshaft; and a motor configured to drive the transmission body, the control device including a controller configured to control the motor, and a transmission mechanism configured to operate the transmission body to change a gear ratio of the rotational speed of the wheels relative to the rotational speed of the crankshaft. The control unit is configured to be able to perform a gear change operation, when the crankshaft is stopped, by driving the transmission body with the motor and operating the transmission body with the derailleur to change the gear ratio, and has control states including a first control state in which the gear change operation is performed and a second control state in which the driving force of the motor in the gear change operation is suppressed compared to the first control state, and when a parameter related to the manual driving force is equal to or greater than a first value, the control state is transitioned to the first control state, and when the parameter related to the manual driving force is equal to or less than a second value, the control state is transitioned to the second control state, and the first value is greater than the second value. According to the control device of the fourteenth aspect, when the parameter related to the manual driving force is equal to or greater than a first value, the gear shifting operation by the derailleur is less likely to be suppressed, and when the parameter related to the manual driving force is equal to or less than a second value, the driving force of the motor during the gear shifting operation can be suppressed. As a result, the gear shifting operation by the derailleur can be performed optimally.

[0019] In the control device of the fifteenth aspect according to the fourteenth aspect, the second value is 10 Nm or less. According to the control device of the fifteenth aspect, when the parameter relating to the manual driving force is equal to or less than the second value of 10 Nm or less, the driving force of the motor during the gear shift operation can be suppressed.

[0020] In the control device of aspect 16 according to aspect 15, the second value is 5 Nm or less. According to the control device of the sixteenth aspect, when the parameter relating to the manual driving force is equal to or less than the second value of 5 Nm or less, the driving force of the motor during the gear shift operation can be suppressed.

[0021] In the control device of aspect 17 according to any one of the second and thirteenth to sixteenth aspects, the first value is equal to or greater than 20 Nm. According to the control device of the seventeenth aspect, when the parameter relating to the manual driving force is equal to or greater than the first value of 20 Nm, the gear shifting operation by the derailleur can be performed appropriately.

[0022] In the control device of the eighteenth aspect according to the seventeenth aspect, the first value is equal to or greater than 30 Nm. According to the control device of the eighteenth aspect, when the parameter relating to the manual driving force is equal to or greater than the first value of 30 Nm, the gear shifting operation by the derailleur can be performed appropriately.

[0023] In the control device of a nineteenth aspect according to any one of the second and thirteenth to eighteenth aspects, the parameters relating to the manual driving force include the manual driving force and an assist force by the motor. According to the control device of the nineteenth aspect, the control state can be suitably shifted in accordance with parameters relating to the manual driving force, including the manual driving force and the assist force by the motor.

[0024] In the control device of aspect 20, which is in accordance with any one of aspects 2 and 13 to 19, the human-powered vehicle further comprises a first pedal and a second pedal connected to the crankshaft, the parameters related to the human-powered driving force include a first human-powered driving force input from the first pedal and a second human-powered driving force input from the second pedal, and the control unit transitions the control state to the second control state when one of the first human-powered driving force and the second human-powered driving force is equal to or less than a third value and the other of the first human-powered driving force and the second human-powered driving force is equal to or less than a fourth value smaller than the third value. According to the control device of the twentieth aspect, when one of the first manual driving force and the second manual driving force is equal to or less than a third value and the other of the first manual driving force and the second manual driving force is equal to or less than a fourth value, the driving force of the motor during the gear shift operation can be suppressed.

[0025] A control device according to a twenty-first aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle comprising: a crankshaft to which human-powered driving force is input; a first rotating body connected to the crankshaft; a wheel; a second rotating body connected to the wheel; a transmission body configured to engage with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body; a derailleur configured to operate the transmission body to change a gear ratio of a rotational speed of the wheel relative to a rotational speed of the crankshaft; a motor configured to drive the transmission body; and a first pedal and a second pedal connected to the crankshaft, and the parameters related to the human-powered driving force are the first human-powered driving force input from the first pedal and the second pedal. The bicycle includes a control unit configured to control the motor, which includes a second manual driving force input from two pedals. The control unit is configured to be able to perform a gear shifting operation when the crankshaft is stopped, by driving the transmission body with the motor and operating the transmission body with the derailleur to change the gear ratio. The control unit has control states including a first control state in which the gear shifting operation is performed, and a second control state in which the driving force of the motor in the gear shifting operation is suppressed compared to the first control state. The control unit transitions the control state to the second control state when one of the first manual driving force and the second manual driving force is equal to or less than a third value and the other of the first manual driving force and the second manual driving force is equal to or less than a fourth value that is smaller than the third value. According to the control device of the twenty-first aspect, when one of the first and second manual driving forces is equal to or less than the third value and the other of the first and second manual driving forces is equal to or less than the fourth value, the driving force of the motor during gear shifting can be suppressed, thereby enabling the gear shifting operation by the derailleur to be performed optimally.

[0026] In the control device of a 22nd aspect according to any one of the 1st to 20th aspects, the control unit transitions the control state to the second control state when the parameter related to the human-powered driving force is equal to or less than a fifth value and the acceleration state of the human-powered vehicle continues for a second period. According to the control device of the twenty-second aspect, when the parameter relating to the human-powered driving force is equal to or less than the fifth value and the accelerating state of the human-powered vehicle continues for the second period, the driving force of the motor during the gear shift operation can be suppressed.

[0027] A control device according to a twenty-third aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle comprising: a crankshaft to which human-powered driving force is input; a first rotating body connected to the crankshaft; wheels; a second rotating body connected to the wheels; a transmission body configured to engage with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body; a derailleur configured to operate the transmission body to change the gear ratio of the rotational speed of the wheel relative to the rotational speed of the crankshaft; and a motor configured to drive the transmission body, and a control unit configured to control the motor, the control unit being configured to perform a gear change operation when the crankshaft is stopped, driving the transmission body with the motor and operating the transmission body with the derailleur to change the gear ratio, and having control states including a first control state in which the gear change operation is performed and a second control state in which the driving force of the motor in the gear change operation is suppressed compared to the first control state, and the control unit is configured to allow an operator of the human-powered vehicle to select either the first control state or the second control state. According to the control device of the twenty-third aspect, the operator of the human-powered vehicle can select either the first control state or the second control state, thereby enabling the gear shifting operation by the derailleur to be performed in an optimal manner.

[0028] In the control device of the 24th aspect according to the 23rd aspect of the present disclosure, the human-powered vehicle further includes an operating device, and the control unit is configured to be able to select either the first control state or the second control state in response to operation of the operating device by the operator. According to the control device of the twenty-fourth aspect, the operator of the human-powered vehicle can easily select either the first control state or the second control state by operating the operating device.

[0029] In the control device of the 25th aspect according to the 24th aspect of the present disclosure, the operating device includes an operating unit that accepts a first operation by the operator and a second operation different from the first operation, and the control unit is configured to control a component of the human-powered vehicle when the first operation is performed in the operating unit, and to transition the control state to the first control state when the second operation is performed in the operating unit. According to the control device of the twenty-fifth aspect, the operation unit for controlling the components of the human-powered vehicle and the operation unit for transitioning the control state to the first control state can be a common operation unit.

[0030] In the control device of the 26th aspect according to the 25th aspect of the present disclosure, the component includes the derailleur, the operating unit includes a gear shift operating unit configured to operate the derailleur, and the control unit is configured to control the derailleur when the first operation is performed in the gear shift operating unit. According to the control device of the twenty-sixth aspect, the control state can be shifted to the first control state using the gear shift operating unit for controlling the derailleur.

[0031] In the control device of the 27th aspect according to the 25th aspect of the present disclosure, the component includes the motor, the operation unit includes an assist operation unit configured to be able to change the assist level provided by the motor, and the control unit is configured to change the assist level when the first operation is performed on the assist operation unit. According to the control device of the twenty-seventh aspect, the control state can be transitioned to the first control state using the assisting operation unit for changing the assist level.

[0032] In the control device of the 28th aspect according to any one of the 25th to 27th aspects of the present disclosure, the second operation is an operation in which the operating unit is operated continuously for a first period of time or more. According to the control device of the twenty-eighth aspect, the control state can be transitioned to the first control state by operating the operating unit continuously for a first period of time or more.

[0033] In the control device of a 29th aspect according to any one of the 25th to 27th aspects of the present disclosure, the second operation is an operation in which the operating unit is operated a predetermined number of times or more within a second time period. According to the control device of the twenty-ninth aspect, the control state can be transitioned to the first control state by operating the operating portion a predetermined number of times or more.

[0034] In the control device of aspect 30 according to any one of aspects 25 to 29 of the present disclosure, the control unit controls the derailleur to perform the one-stage or multi-stage gear shifting operation when a third operation is performed on the operating unit after the second operation. According to the control device of the thirtieth aspect, the derailleur can be controlled to perform a one-stage or multi-stage gear shifting operation by the third operation. Therefore, when an operator desires to perform a one-stage or multi-stage gear shifting operation, the third operation controls the gear shifting operation to achieve the desired gear number.

[0035] In the control device of the 31st aspect according to the 30th aspect of the present disclosure, the third operation is an operation in which the operating unit is operated continuously for a third time or more in the second operation, and then the operating unit is operated continuously for a fourth time or more. According to the control device of the thirty-first aspect, the derailleur can be controlled to perform one-stage or multi-stage gear shifting by operating the operating part continuously for a third time or more in the second operation, and then operating the operating part continuously for a fourth time or more.

[0036] In the control device of the 32nd aspect according to the 30th aspect of the present disclosure, the third operation is an operation in which, after the operating unit is operated in the second operation, the operating unit is temporarily released and then operated again within a predetermined time. According to the control device of the 32nd aspect, after the operating part is operated in the second operation, the operating part is temporarily released and then operated again within a predetermined time, thereby controlling the derailleur to perform a one-stage or multi-stage gear shifting operation.

[0037] In the control device of aspect 33 according to any one of aspects 25 to 32 of the present disclosure, the control unit is configured to transition the control state from the first control state to the second control state when a fourth operation is performed on the operating unit after the second operation. According to the control device of the thirty-third aspect, the control state can be transitioned from the first state to the second state in response to a fourth operation performed on the operation unit after the second operation.

[0038] In the control device of aspect 34 according to any one of aspects 30 to 32 of the present disclosure, the control unit is configured to transition the control state from the first control state to the second control state when a fourth operation is performed in the operating unit after the third operation. According to the control device of the thirty-fourth aspect, the control state can be transitioned from the first state to the second state in response to a fourth operation performed on the operation unit after the third operation.

[0039] In the control device of aspect 35 according to any one of aspects 24 to 34 of the present disclosure, the control unit is configured so that the operator can select the first control state by operating the operating device when the human-powered vehicle is stopped or when the operator is not on board the human-powered vehicle. According to the control device of the thirty-fifth aspect, when the human-powered vehicle is stopped or when the operator is not aboard the human-powered vehicle, the operator can select the first control state by operating the operating device. Therefore, the control state can be transitioned to the first control state in accordance with the operator's intention when the human-powered vehicle is stopped or when the operator is not aboard the human-powered vehicle.

[0040] In the control device of aspect 36 according to any one of aspects 24 to 35 of the present disclosure, the control unit is configured to perform the gear shifting operation when the wheel is off the ground in the first control state. According to the control device of the thirty-sixth aspect, the gear shifting operation can be performed when the wheel is off the ground, so that the gear shifting operation by the derailleur can be performed suitably.

[0041] In the control device of aspect 37 according to any one of aspects 24 to 36 of the present disclosure, when the control unit detects that the wheel is off the ground, the control unit transitions the control state to the first control state regardless of operation by the operator. According to the control device of the thirty-seventh aspect, when the wheels are off the ground, the control state can be transitioned to the first control state without any operation by the operator.

[0042] A control device according to a thirty-eighth aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle comprising: a crankshaft to which human-powered driving force is input; a first rotating body connected to the crankshaft; wheels; a second rotating body connected to the wheels; a transmission body configured to engage with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body; a derailleur configured to operate the transmission body to change a gear ratio of a rotational speed of the wheels relative to a rotational speed of the crankshaft; and a motor configured to drive the transmission body, The human-powered vehicle has a control unit configured to drive the transmission body with the motor when the crankshaft is stopped, and to perform a gear change operation to change the gear ratio by operating the transmission body with the derailleur, and has control states including a first control state in which the gear change operation is performed, and a second control state in which the driving force of the motor in the gear change operation is suppressed compared to the first control state, and the control unit transitions the control state to the second control state when an uphill slope is detected ahead in the traveling direction of the human-powered vehicle while the human-powered vehicle is accelerating or traveling downhill. According to the control device of the thirty-eighth aspect, if an uphill slope is detected ahead in the direction of travel of the human-powered vehicle while the human-powered vehicle is accelerating or traveling downhill, the control state is switched to the second control state, so that the number of gears in the transmission can be changed to a gear suitable for traveling uphill, thereby enabling the derailleur to perform gear shifting operations optimally.

[0043] In the control device of the 39th aspect according to the 38th aspect of the present disclosure, the control unit has a control state in which the gear shifting operation is performed and further includes a third control state different from the first control state, and after transitioning to the second control state, transitions the control state to the third control state before reaching the uphill slope, and the gear shifting operation in the third control state is a downshift. According to the control device of the thirty-ninth aspect, by downshifting in the third control state before reaching an uphill slope, the load applied when starting to pedal at the start of climbing can be reduced.

[0044] In a control device of a 40th aspect according to any one of the 1st to 39th aspects of the present disclosure, if the first control state continues for five hours or more, the control unit transitions the control state to the second control state. According to the control device of the fortieth aspect, when the first control state continues for five hours or more, the control state can be transitioned to the second control state.

[0045] In the control device of aspect 41 according to any one of aspects 1 to 40 of the present disclosure, when a load of a second load or greater is applied to the motor in the first control state, the control unit transitions the control state to the second control state. According to the control device of the forty-first aspect, when a load equal to or greater than the second load is applied to the motor in the first control state, the control state can be transitioned to the second control state. Therefore, for example, when the load on the motor increases due to the presence of a foreign object or the like in the transmission path of the motor's driving force, it is possible to prevent a gear change operation from being performed when the motor's driving force is large.

[0046] In the control device of aspect 42 according to any one of aspects 1 to 41 of the present disclosure, when the human-powered vehicle starts moving in the first control state, the control unit transitions the control state to the second control state. According to the control device of the forty-second aspect, when the human-powered vehicle starts to move in the first control state, the control state can be transitioned to the second control state, which makes it possible to prevent a gear change operation from being performed when the driving force of the motor is large when starting to pedal.

[0047] In the control device of aspect 43 according to any one of aspects 1 to 42 of the present disclosure, the human-powered vehicle further includes an alarm unit, and the control unit is configured to be able to control the alarm unit, and controls the alarm unit to issue an alarm when the control state transitions from the second control state to the first control state. According to the control device of the forty-third aspect, when the control state transitions from the second control state to the first control state, the notification unit is controlled to issue a notification, thereby allowing the user of the human-powered vehicle to know that the control state is transitioning from the second control state to the first control state.

[0048] In the control device of a 44th aspect according to any one of the first to 43rd aspects, the control unit transitions the control state to the second control state when the crankshaft stops in the first control state. According to the control device of the forty-fourth aspect, when the crankshaft stops in the first control state, the control state is transitioned to the second control state, so that when the crankshaft stops, the driving force of the motor during the gear shifting operation can be suppressed.

[0049] In the control device of a 45th aspect according to any one of the first to 44th aspects, the control unit controls the motor in the second control state to prohibit the speed change operation. According to the control device of the forty-fifth aspect, in the second control state, the motor can be controlled so as to prohibit a speed change operation.

[0050] A control device according to a forty-sixth aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle including: a crankshaft to which human-powered driving force is input; a first rotating body connected to the crankshaft; a wheel; a second rotating body connected to the wheel; a transmission body configured to engage with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body; a derailleur configured to operate the transmission body to change a gear ratio of a rotational speed of the wheel relative to a rotational speed of the crankshaft; a motor configured to drive the transmission body; and an operating device, the control unit configured to control the motor. The operating device includes a gear shifting operating unit configured to operate the derailleur, and an assist operating unit configured to change the level of assistance provided by the motor, and the control unit is configured to be able to perform a gear shifting operation when the crankshaft is stopped, by driving the transmission body with the motor and operating the transmission body with the derailleur to change the gear ratio, and has control states including a fourth control state, and is configured to perform the gear shifting operation when the gear shifting operating unit is operated in the fourth control state, and to drive the motor to assist pushing the human-powered vehicle when the assist operating unit is operated. According to the control device of the forty-sixth aspect, in the fourth control state, when the gearshift operating unit is operated, a gearshift operation is performed, and when the assist operating unit is operated, the motor can be driven to assist pushing the human-powered vehicle. Therefore, in the fourth control state, the gearshift operation by the derailleur can be performed appropriately, reflecting the operator's intention.

[0051] In the control device of a 47th aspect according to the 46th aspect of the present disclosure, the control unit is configured to transition the control state to the fourth control state when the gear shift operating unit or the assist operating unit is operated. According to the control device of the forty-seventh aspect, when the gear shift operating unit or the assist operating unit is operated, the control state can be transitioned to the fourth control state.

[0052] In the control device of aspect 48 according to either aspect 46 or 47 of the present disclosure, the control unit is configured to transition the control state to the fourth control state when the gear shift operating unit or the assist operating unit is operated for six hours or more. According to the control device of the forty-eighth aspect, when the gear shift operating unit or the assist operating unit is operated for a sixth time or longer, the control state can be shifted to the fourth control state.

[0053] In the control device of aspect 49 according to aspects 46 to 48 of the present disclosure, the control unit releases the fourth control state when the gear shift operating unit or the assist operating unit is operated for seven hours or more in the fourth control state. According to the control device of the forty-ninth aspect, when the gear shift operating unit or the assist operating unit is operated for seven hours or more, the fourth control state can be released.

[0054] In the control device of aspect 50 according to any one of aspects 46 to 49 of the present disclosure, in the fourth control state, if the crankshaft rotates during the gear shifting operation, the control unit continues the gear shifting operation without interruption until the gear shifting operation is completed. According to the control device of the fiftieth aspect, in the fourth control state, if the crankshaft rotates during a gear shift operation, the gear shift operation continues without interruption until the gear shift operation is completed. Therefore, even if the rider starts to move forward during a gear shift operation, the gear shift operation can be completed. [Effects of the Invention]

[0055] The control device for a human-powered vehicle disclosed herein can suitably perform gear shifting operations using a derailleur. [Brief explanation of the drawings]

[0056] [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] FIG. 2 is a cross-sectional view of a drive unit included in the human-powered vehicle of FIG. 1. [Figure 3]Schematic diagram of the power transmission path of the power transmission system of the human-powered vehicle in Figure 1. [Figure 4] 1 is a block diagram showing the electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment. [Figure 5] 5 is a flowchart of a process executed by the control unit of FIG. 4 to change the control state. [Figure 6] FIG. 4 is a block diagram showing the electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle according to a second embodiment and a third embodiment. [Figure 7] 7 is a flowchart of a process executed by the control unit in FIG. 6 to change the control state. [Figure 8] 10 is a flowchart of a process for changing a control state, which is executed by a control unit according to a fourth embodiment. [Figure 9] 13 is a flowchart of a process executed by a control unit according to a fifth embodiment to change a control state. [Figure 10] FIG. 13 is a block diagram showing the electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle according to a sixth embodiment. [Figure 11] 11 is a flowchart of a process executed by the control unit in FIG. 10 to change the control state. [Figure 12] FIG. 13 is a block diagram showing the electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle according to a seventh embodiment. [Figure 13] 13 is a flowchart of a process executed by a control unit according to an eighth embodiment to change a control state. [Figure 14] 13 is a flowchart of a process executed by a control unit according to a ninth embodiment to change a control state. [Figure 15] 10 is a flowchart of a process executed by a control unit of a first modified example to change a control state. [Figure 16] 10 is a flowchart of a process executed by a control unit of a second modified example to change a control state. [Figure 17] FIG. 10 is a block diagram showing the electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle according to a third modified example. [Figure 18]18 is a flowchart of a process executed by the control unit in FIG. 17 to control the notification unit. [Figure 19] FIG. 1 is a side view showing a human-powered vehicle with the rear wheels lifted off the ground. [Figure 20] 10 is a flowchart of a process for changing a control state, which is executed by a control unit according to a fourth modified example. [Figure 21] 13 is a flowchart of a process executed by a control unit of a fifth modified example to change a control state. [Figure 22] 13 is a flowchart of a process executed by a control unit of a sixth modified example to change a control state. [Figure 23] 13 is a flowchart of a process executed by a control unit of a seventh modified example to change the control state. [Figure 24] 13 is a flowchart of a process executed by a control unit of an eighth modified example to change a control state. DETAILED DESCRIPTION OF THE INVENTION

[0057] First Embodiment A control device 70 for a human-powered vehicle according to a first embodiment will be described with reference to FIGS. 1 to 5. The human-powered vehicle 10 is a vehicle that has at least one wheel and can be driven by at least human-powered driving force H. Examples of the human-powered vehicle 10 include various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbents. The number of wheels that the human-powered vehicle 10 has is not limited. Examples of the human-powered vehicle 10 include unicycles and vehicles with three or more wheels. The human-powered vehicle 10 also includes e-bikes that use not only human-powered driving force H but also the driving force of an electric motor for propulsion. E-bikes include electrically assisted bicycles whose propulsion is assisted by an electric motor. In the following embodiments, the human-powered vehicle 10 will be described as both an electrically assisted bicycle and a mountain bike.

[0058] The human-powered vehicle 10 includes a crankshaft 12, a first rotating body 14, a wheel 16, a second rotating body 18, a transmission body 20, a derailleur 22, and a motor 24. The human-powered vehicle 10 further includes a pair of crank arms 26. The crankshaft 12 and the crank arms 26 form a crank 28. A human-powered driving force H is input to the crankshaft 12. The human-powered vehicle 10 further includes a body 30. The wheels 16 include a rear wheel 16A and a front wheel 16B. The body 30 includes a frame 32. The crank 28 is rotatable relative to the frame 32. The pair of crank arms 26 include a first crank arm 26A and a second crank arm 26B. The first crank arm 26A is provided at one axial end of the crankshaft 12. The second crank arm 26B is provided at the other axial end of the crankshaft 12. The human-powered vehicle 10 further includes pedals 34. The human-powered vehicle 10 is equipped with a first pedal 34A and a second pedal 34B connected to the crankshaft 12. The pedals 34 include the first pedal 34A and the second pedal 34B. The first pedal 34A is connected to the first crank arm 26A. The second pedal 34B is connected to the second crank arm 26B. The rear wheel 16A is driven by rotation of the crank 28. The rear wheel 16A is supported by a frame 32. The crank 28 and the rear wheel 16A are connected by a drive mechanism 36.

[0059] The drive mechanism 36 includes a first rotating body 14, a second rotating body 18, and a transmission body 20. The first rotating body 14 is connected to the crankshaft 12. The second rotating body 18 is connected to the wheel 16. The transmission body 20 is configured to engage with the first rotating body 14 and the second rotating body 18 to transmit driving force between the first rotating body 14 and the second rotating body 18. The transmission body 20 transmits the rotational force of the first rotating body 14 to the second rotating body 18. In this embodiment, the first rotating body 14 and the crankshaft 12 are arranged coaxially, but the first rotating body 14 and the crankshaft 12 do not have to be arranged coaxially. If the first rotating body 14 and the crankshaft 12 are not arranged coaxially, the first rotating body 14 and the crankshaft 12 are connected via a first transmission mechanism including at least one of a gear, a pulley, a chain, a shaft, and a belt. In this embodiment, the second rotating body 18 and the rear wheel 16A are arranged coaxially, but the second rotating body 18 and the rear wheel 16A do not have to be arranged coaxially. If the second rotating body 18 and the rear wheel 16A are not arranged coaxially, the second rotating body 18 and the rear wheel 16A are connected via a second transmission mechanism including at least one of a gear, a pulley, a chain, a shaft, and a belt.

[0060] A front wheel 16B is attached to the frame 32 via a front fork 38. A handlebar 42 is connected to the front fork 38 via a stem 40. In this embodiment, the rear wheel 16A is connected to the crank 28 by the drive mechanism 36, but at least one of the rear wheel 16A and the front wheel 16B may be connected to the crank 28 by the drive mechanism 36.

[0061] The derailleur 22 is configured to operate the transmission body 20 to change the gear ratio R of the rotational speed W of the wheel 16 relative to the rotational speed C of the crankshaft 12. The relationship between the gear ratio R, the rotational speed W, and the rotational speed C is expressed by equation (1). For example, the derailleur 22 can change the gear ratio R in steps. Formula (1): Gear ratio R = rotation speed W / rotation speed C

[0062] The derailleur 22 includes, for example, at least one of a front derailleur and a rear derailleur. If the derailleur 22 includes a rear derailleur, the first rotating body 14 includes at least one sprocket, the second rotating body 18 includes multiple sprockets, and the transmission body 20 includes a chain. If the derailleur 22 includes a rear derailleur, the derailleur 22 shifts a chain that engages with one of the multiple sprockets included in the second rotating body 18 to another of the multiple sprockets. If the derailleur 22 includes a front derailleur, the first rotating body 14 includes multiple sprockets, the second rotating body 18 includes at least one sprocket, and the transmission body 20 includes a chain. If the derailleur 22 includes a front derailleur, the derailleur 22 shifts a chain that engages with one of the multiple sprockets included in the first rotating body 14 to another of the multiple sprockets. The derailleur 22 operates the transmission body 20 to change the state of engagement between the transmission body 20 and at least one of the first rotating body 14 and the second rotating body 18, thereby changing the gear ratio R.

[0063] The first rotating body 14 and the second rotating body 18 may be provided in a gearbox. The gearbox is provided, for example, near the crankshaft 12. When the first rotating body 14 and the second rotating body 18 are provided in the gearbox, at least one of the first rotating body 14 and the second rotating body 18 includes a plurality of sprockets, and the derailleur 22 is provided in the gearbox and configured to change the engagement state between the transmission body 20 and at least one of the first rotating body 14 and the second rotating body 18.

[0064] Preferably, the human-powered vehicle 10 further includes an operating device 44 configured to operate the derailleur 22. The operating device 44 is provided, for example, on the handlebar 42. The operating device 44 is configured to be operated by the user's hands and fingers, etc. The operating device 44 includes at least a first operating part 44A and a second operating part 44B.

[0065] The first operation unit 44A and the second operation unit 44B include, for example, a button switch or a lever switch. The first operation unit 44A and the second operation unit 44B are not limited to being a button switch or a lever switch, and may be any configuration as long as they are configured to transition between at least two states when operated by a user.

[0066] The first operating unit 44A and the second operating unit 44B are configured to operate the derailleur 22. The operating device 44 outputs a gear shift operating signal to the control unit 72 of the control device 70 in response to an operation by the user. In addition to or instead of the first operating unit 44A and the second operating unit 44B, the operating device 44 may include a fifth operating unit configured to operate components for the human-powered vehicle other than the derailleur 22. The components for the human-powered vehicle include, for example, at least one of a cycle computer, a suspension device 88, an adjustable seatpost, a lamp, or a drive unit 50. The gear shift operating signal includes, for example, a first operating signal including a command to operate the derailleur 22 to increase the gear ratio R, and a second operating signal including a command to operate the derailleur 22 to decrease the gear ratio R.

[0067] The operating device 44 outputs a first operating signal when the first operating unit 44A is operated, and outputs a second operating signal when the second operating unit 44B is operated. In this embodiment, the rear derailleur is operated by the first operating unit 44A and the second operating unit 44B, but the front derailleur may also be operated by the first operating unit 44A and the second operating unit 44B, or both the rear derailleur and the front derailleur may be operated by the first operating unit 44A and the second operating unit 44B. The operating device 44 may further include a third operating unit and a fourth operating unit in addition to the first operating unit 44A and the second operating unit 44B. The third operating unit and the fourth operating unit may be configured similarly to the first operating unit 44A and the second operating unit 44B, for example. The rear derailleur may be operated by one of the first operating unit 44A and the second operating unit 44B and the third operating unit and the fourth operating unit, and the front derailleur may be operated by the other of the first operating unit 44A and the second operating unit 44B and the third operating unit and the fourth operating unit.

[0068] Preferably, the human-powered vehicle 10 further includes an electric actuator 48 configured to operate the derailleur 22. The electric actuator 48 includes, for example, an electric motor. The electric actuator 48 may further include, for example, a reducer connected to the output shaft of the electric motor. The electric actuator 48 may be provided on the derailleur 22, or may be provided at a location on the human-powered vehicle 10 away from the derailleur 22. When driven by the electric actuator 48, the derailleur 22 operates the transmission body 20, thereby shifting gears. The derailleur 22 includes, for example, a base member, a moving member, and a link member that movably connects the moving member to the base member. The moving member includes a guide member that guides the connecting member. The guide member includes, for example, a guide plate and a pulley. The electric actuator 48 may, for example, directly drive the link member. The electric actuator 48 may also drive the link member via a cable.

[0069] Preferably, the human-powered vehicle 10 further includes a battery 46. The battery 46 includes one or more battery elements. The battery element includes a rechargeable battery. The battery 46 is configured to supply power to the control device 70. Preferably, the battery 46 is also configured to supply power to the electric actuator 48. The battery 46 is preferably connected to a control unit 72 of the control device 70 so as to be able to communicate with the control unit 72 via a wired or wireless connection. The battery 46 can communicate with the control unit 72 via, for example, power line communication (PLC), a controller area network (CAN), or a universal asynchronous receiver / transmitter (UART).

[0070] The motor 24 is configured to drive the transmission body 20. Preferably, the motor 24 is configured to provide propulsive force to the human-powered vehicle 10 in response to the human-powered driving force H. The motor 24 includes one or more electric motors. The electric motor included in the motor 24 is, for example, a brushless motor. The motor 24 is configured to transmit rotational force to a power transmission path of the human-powered driving force H from the pedals 34 to the second rotating body 18. In this embodiment, the motor 24 is provided on the frame 32 of the human-powered vehicle 10 and configured to transmit the rotational force to the first rotating body 14. The motor 24 drives the transmission body 20 via the first rotating body 14. The human-powered vehicle 10 further includes a housing 52 in which the motor 24 is provided. The motor 24 and the housing 52 constitute a drive unit 50. The housing 52 is attached to the frame 32. The housing 52 rotatably supports the crankshaft 12. The motor 24 may be configured to transmit rotational force to the transmission body 20 without passing through the first rotating body 14. In this case, for example, a sprocket that engages with the transmission body 20 is provided on the output shaft of the motor 24 or on a transmission member to which the force of the output shaft is transmitted.

[0071] A reducer 54 may be provided between the motor 24 and the power transmission path of the human-powered driving force H. The reducer 54 may include, for example, a plurality of gears. A third one-way clutch 56 may preferably be provided between the motor 24 and the power transmission path of the human-powered driving force H to prevent the rotational force of the crank 28 from being transmitted to the motor 24 when the crankshaft 12 is rotated in the direction in which the human-powered vehicle 10 moves forward. The third one-way clutch 56 may include, for example, at least one of a roller clutch, a sprag clutch, and a pawl clutch.

[0072] The drive unit 50 includes an output portion 58. The output portion 58 is connected to, for example, the crankshaft 12 and also connected to a reducer 54. The output portion 58 receives the manual driving force H and the output of the motor 24. The first rotor 14 is connected to the output portion 58 so as to rotate integrally therewith.

[0073] Preferably, the power transmission system 60 includes a control device 70 and a first one-way clutch 62. The first one-way clutch 62 is provided in a first power transmission path between the crankshaft 12 and the first rotating body 14 and is configured to transmit rotational force from the crankshaft 12 to the first rotating body 14 in a first rotational direction and to suppress transmission of rotational force from the first rotating body 14 to the crankshaft 12 in the first rotational direction. The first one-way clutch 62 is configured to rotate the first rotating body 14 forward when the crank 28 rotates forward and to allow relative rotation between the crank 28 and the first rotating body 14 when the crank 28 rotates backward. The first one-way clutch 62 is provided in, for example, the housing 52 of the drive unit 50. The first one-way clutch 62 is provided between, for example, the crankshaft 12 and the output part 58. The first one-way clutch 62 includes, for example, at least one of a roller clutch, a sprag clutch, and a pawl clutch.

[0074] The crankshaft 12 and the first rotor 14 may be coupled to rotate integrally. When the crankshaft 12 and the first rotor 14 are coupled to rotate integrally, the first one-way clutch 62 is omitted.

[0075] Preferably, the power transmission system 60 further includes a second one-way clutch 64. The second one-way clutch 64 is provided in a second power transmission path between the second rotating body 18 and the wheel 16 and is configured to transmit rotational force from the second rotating body 18 to the wheel 16 in a second rotational direction corresponding to the first rotational direction, and to suppress transmission of rotational force from the wheel 16 to the second rotating body 18 in the second rotational direction. The second one-way clutch 64 is configured to rotate the rear wheel 16A forward when the second rotating body 18 rotates forward, and to allow relative rotation between the second rotating body 18 and the rear wheel 16A when the second rotating body 18 rotates backward. The second one-way clutch 64 is provided, for example, on the hub axle of the rear wheel 16A. The second one-way clutch 64 includes, for example, at least one of a roller clutch, a sprag clutch, and a pawl clutch.

[0076] The second rotor 18 and the rear wheel 16A may be connected to rotate integrally. When the second rotor 18 and the rear wheel 16A are connected to rotate integrally, the second one-way clutch 64 is omitted.

[0077] Preferably, power transmission system 60 further includes a power storage device. The power storage device is configured to store power generated by motor 24. Preferably, control unit 72 is configured to control motor 24 using the power of the power storage device. The power storage device may include battery 46, may include a battery separate from battery 46, or may include a capacitor. The power storage device is provided in housing 52 of drive unit 50, for example.

[0078] The control device 70 includes a control unit 72. The control unit 72 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit included in the control unit 72 includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing units included in the control unit 72 may be provided in multiple locations that are separate from each other. For example, part of the arithmetic processing unit may be provided in the human-powered vehicle 10, and another part of the arithmetic processing unit may be provided in a server connected to the Internet. When the arithmetic processing units are provided in multiple locations that are separate from each other, the parts of the arithmetic processing unit are connected to each other so that they can communicate with each other via wireless communication devices. The control unit 72 may include one or more microcomputers.

[0079] Preferably, the control device 70 further includes a storage unit 74. The storage unit 74 stores a control program and information used in the control process. The storage unit 74 includes, for example, a nonvolatile memory and a volatile memory. The nonvolatile memory includes, for example, at least one of a read-only memory (ROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), and a flash memory. The volatile memory includes, for example, a random access memory (RAM).

[0080] The control device 70 preferably further includes a drive circuit 76 for the motor 24. The drive circuit 76 and the control unit 72 are preferably provided in the housing 52 of the drive unit 50. The drive circuit 76 and the control unit 72 may be provided on the same circuit board, for example. The drive circuit 76 includes an inverter circuit. The drive circuit 76 controls the power supplied from the battery 46 to the motor 24. The drive circuit 76 is connected to the control unit 72 via conductive wires, electric cables, a wireless communication device, or the like. The drive circuit 76 drives the motor 24 in response to a control signal from the control unit 72.

[0081] Preferably, the control device 70 further includes a vehicle speed sensor 78, a crank rotation sensor 80, and a manual driving force detection unit 82.

[0082] The vehicle speed sensor 78 is configured to detect information corresponding to the rotational speed W of the wheels 16 of the human-powered vehicle 10. The vehicle speed sensor 78 is preferably configured to detect magnets provided on the wheels 16 of the human-powered vehicle 10. The vehicle speed sensor 78 is configured to output a detection signal a predetermined number of times per rotation of the wheels 16. The predetermined number is, for example, 1. The vehicle speed sensor 78 outputs a signal corresponding to the rotational speed W of the wheels 16. The control unit 72 can calculate the vehicle speed V of the human-powered vehicle 10 based on the rotational speed W of the wheels 16. The vehicle speed V can be calculated based on the rotational speed W of the wheels 16 and information related to the circumference of the wheels 16. The information related to the circumference of the wheels 16 is stored in the memory unit 74.

[0083] The vehicle speed sensor 78 includes, for example, a magnetic reed constituting a reed switch or a Hall element. The vehicle speed sensor 78 may be attached to the chainstay of the frame 32 of the human-powered vehicle 10 and configured to detect a magnet attached to the rear wheel 16A, or may be attached to the front fork 38 and configured to detect a magnet attached to the front wheel 16B. In this embodiment, the vehicle speed sensor 78 is configured so that the reed switch detects the magnet once for each rotation of the wheel 16. The vehicle speed sensor 78 may have any configuration as long as it can detect information corresponding to the rotational speed W of the wheel 16 of the human-powered vehicle 10, and may include, for example, an optical sensor or an acceleration sensor. The vehicle speed sensor 78 is connected to the control unit 72 via a wireless communication device or an electric cable.

[0084] The crank rotation sensor 80 is configured to detect information corresponding to the rotation speed C of the crankshaft 12 of the human-powered vehicle 10. The crank rotation sensor 80 is provided, for example, on the frame 32 or drive unit 50 of the human-powered vehicle 10. The crank rotation sensor 80 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 12, a member that rotates in conjunction with the crankshaft 12, or the power transmission path from the crankshaft 12 to the first rotor 14. The member that rotates in conjunction with the crankshaft 12 may be the output shaft of the motor 24. The crank rotation sensor 80 outputs a signal corresponding to the rotation speed C of the crankshaft 12.

[0085] The magnet may be provided on a member that rotates integrally with the crankshaft 12 in the power transmission path of the human-powered driving force H from the crankshaft 12 to the first rotating body 14. For example, if a first one-way clutch 62 is not provided between the crankshaft 12 and the first rotating body 14, the magnet may be provided on the first rotating body 14. The crank rotation sensor 80 may have any configuration as long as it can detect information corresponding to the rotation speed C of the crankshaft 12 of the human-powered vehicle 10, and may include, for example, an optical sensor, an acceleration sensor, or a torque sensor instead of a magnetic sensor. The crank rotation sensor 80 is connected to the control unit 72 via a wireless communication device or an electric cable.

[0086] The human-powered driving force detection unit 82 is configured to detect information related to the human-powered driving force H. The human-powered driving force detection unit 82 is provided, for example, on the frame 32, drive unit 50, crank 28, or pedal 34 of the human-powered vehicle 10. The human-powered driving force detection unit 82 may be provided on the housing 52 of the drive unit 50. The human-powered driving force detection unit 82 includes, for example, a torque sensor. The torque sensor is configured to output a signal corresponding to the torque applied to the crank 28 by the human-powered driving force H. For example, when the first one-way clutch 62 is provided in the power transmission path, the torque sensor is preferably provided upstream of the first one-way clutch 62 in the power transmission path. The torque sensor includes a strain sensor, a magnetostrictive sensor, a pressure sensor, or the like. The strain sensor includes a strain gauge.

[0087] The torque sensor is provided in the power transmission path or near a component included in the power transmission path. The component included in the power transmission path is, for example, the crankshaft 12, a component that transmits the manual driving force H between the crankshaft 12 and the first rotor 14, the crank arm 26, or the pedal 34. The manual driving force detection unit 82 is connected to the control unit 72 via a wireless communication device or an electric cable. The manual driving force detection unit 82 may have any configuration as long as it can acquire information about the manual driving force H, and may include, for example, a sensor that detects the pressure applied to the pedal 34 or a sensor that detects the tension of the chain.

[0088] The control unit 72 is configured to control the motor 24. For example, the control unit 72 is configured to control the motor 24 so that the assist level A by the motor 24 becomes a predetermined assist level A. Preferably, the assist level A includes at least one of the ratio of the output of the motor 24 to the human-powered driving force H input to the human-powered vehicle 10, the maximum output of the motor 24, and a suppression level L of the output fluctuation of the motor 24 when the output of the motor 24 decreases. The ratio of the assist force by the motor 24 to the human-powered driving force H may be referred to as the assist ratio. For example, the control unit 72 is configured to control the motor 24 so that the assist force by the motor 24 becomes a predetermined ratio to the human-powered driving force H. The human-powered driving force H corresponds to the propulsive force of the human-powered vehicle 10 generated by the rider rotating the crankshaft 12. The assist force corresponds to the propulsive force of the human-powered vehicle 10 generated by the rotation of the motor 24. The predetermined ratio is not constant, but may, for example, vary depending on the manual driving force H, the rotational speed C of the crankshaft 12, or the vehicle speed V, or may vary depending on any two or all of the manual driving force H, the rotational speed C of the crankshaft 12, and the vehicle speed V.

[0089] When the manual driving force H and the assisting force are expressed in terms of torque, the manual driving force H is referred to as manual torque HT, and the assisting force is referred to as assisting torque MT. When the manual driving force H and the assisting force are expressed in terms of power, the manual driving force H is referred to as manual power HW, and the assisting force is referred to as assisting power MW. The ratio may be the torque ratio of the assisting torque MT to the manual torque HT of the human-powered vehicle 10, or may be the ratio of the assisting power MW by the motor 24 to the manual power HW.

[0090] In the drive unit 50 of this embodiment, the crankshaft 12 is connected to the first rotating body 14 without a transmission, and the output of the motor 24 is input to the first rotating body 14. When the crankshaft 12 is connected to the first rotating body 14 without a transmission, and the output of the motor 24 is input to the first rotating body 14, the manual driving force H corresponds to the driving force input to the first rotating body 14 by the user rotating the crankshaft 12. When the crankshaft 12 is connected to the first rotating body 14 without a transmission, and the output of the motor 24 is input to the first rotating body 14, the assist force corresponds to the driving force input to the first rotating body 14 by the rotation of the motor 24. When the output of the motor 24 is input to the first rotating body 14 via a reducer 54, the assist force corresponds to the output of the reducer 54.

[0091] When the motor 24 is provided on the rear wheel 16A, the manual driving force H corresponds to the output of the rear wheel 16A driven only by the rider. When the motor 24 is provided on the rear wheel 16A, the assist force corresponds to the output of the rear wheel 16A driven only by the motor 24. When the motor 24 is provided on the front wheel 16B, the manual driving force H corresponds to the output of the rear wheel 16A driven only by the rider. When the motor 24 is provided on the front wheel 16B, the assist force corresponds to the output of the front wheel 16B driven only by the motor 24.

[0092] The control unit 72 is configured to control the motor 24 so that the assist force is equal to or less than the maximum value MX. When the output of the motor 24 is input to the first body of revolution 14 and the assist force is expressed by torque, the control unit 72 is configured to control the motor 24 so that the assist torque MT is equal to or less than the maximum value MTX. Preferably, the maximum value MTX is a value in the range of 20 Nm to 200 Nm. The maximum value MTX is determined, for example, by the output characteristics of the motor 24. When the output of the motor 24 is input to the first body of revolution 14 and the assist force is expressed by power, the control unit 72 is configured to control the motor 24 so that the assist power MW is equal to or less than the maximum value MWX.

[0093] Preferably, the control unit 72 is configured to be able to change the suppression level L of the output fluctuation of the motor 24. As the suppression level L of the output fluctuation of the motor 24 increases, the amount of change per unit time of the output of the motor 24 relative to the amount of change per unit time of the control parameter of the motor 24 decreases. As the suppression level L of the output fluctuation of the motor 24 decreases, the amount of change per unit time of the output of the motor 24 relative to the amount of change per unit time of the control parameter of the motor 24 increases. The control parameter of the motor 24 is the manual driving force H or the rotation speed C of the crankshaft 12. The suppression level L of the output fluctuation of the motor 24 is inversely proportional to the response speed of the motor 24. The response speed of the motor 24 is represented by the amount of change per unit time of the output of the motor 24 relative to the amount of change per unit time of the control parameter of the motor 24. As the suppression level L of the output fluctuation of the motor 24 increases, the response speed of the motor 24 decreases.

[0094] The control unit 72 changes the suppression level L, for example, by using a filter. The filter includes, for example, a low-pass filter having a time constant. The control unit 72 changes the suppression level L by changing the time constant of the filter. The control unit 72 may also change the suppression level L by changing a gain used to calculate the output of the motor 24 from the manual driving force H. The filter is configured, for example, by executing predetermined software in a calculation processing device.

[0095] Preferably, the control unit 72 is configured to control the electric actuator 48. Preferably, the control unit 72 is configured to control the electric actuator 48 and the motor 24. The control unit 72 outputs a shift control signal to the electric actuator 48 to change the gear ratio R. When the shift control signal is input, the electric actuator 48 operates to operate the derailleur 22. The shift control signal includes, for example, power for driving the electric actuator 48. Preferably, the shift control signal includes a first shift control signal including a command for the electric actuator 48 to operate the derailleur 22 to increase the gear ratio R, and a second shift control signal including a command for the electric actuator 48 to operate the derailleur 22 to decrease the gear ratio R.

[0096] The control unit 72 is preferably configured to control the electric actuator 48 so that the derailleur 22 operates to change the gear ratio R when a shifting condition is met. When a shifting condition for increasing the gear ratio R is met, the control unit 72 sends a first shift control signal to the electric actuator 48. The electric actuator 48 operates the derailleur 22 to increase the gear ratio R in accordance with the first shift control signal. When a shifting condition for decreasing the gear ratio R is met, the control unit 72 sends a second shift control signal to the electric actuator 48. The electric actuator 48 operates the derailleur 22 to decrease the gear ratio R in accordance with the second shift control signal.

[0097] The control unit 72 is configured to perform a gear shifting operation when the crankshaft 12 is stopped, in which the motor 24 drives the transmission body 20 and the derailleur 22 operates the transmission body 20 to change the gear ratio R. Note that this gear shifting operation can also be called a motor gear shifting operation to distinguish it from a normal gear shifting operation that occurs when the crankshaft 12 is rotating.

[0098] The control unit 72 has control states including a first control state in which a gear shift operation is performed and a second control state in which the driving force of the motor 24 during the gear shift operation is suppressed compared to the first control state. Preferably, in the second control state, the control unit 72 controls the motor 24 to prohibit the gear shift operation. In the second control state, the control unit 72 does not drive the motor 24 to perform the gear shift operation even when the operating device 44 is operated and the gear shift condition is met.

[0099] The control unit 72 transitions the control state to the second control state when a rider is on the human-powered vehicle 10 and the human-powered vehicle 10 is stopped. Preferably, the parameter P related to the human-powered driving force H is only the human-powered driving force H. The parameter P related to the human-powered driving force H may include the human-powered driving force H and the assist force by the motor 24. For example, the control unit 72 determines that a rider is on the vehicle when the parameter P related to the human-powered driving force H is equal to or greater than a first value P1. The first value P1 is set to a value that allows determination of a state in which the rider is pedaling the human-powered vehicle 10 to travel the human-powered vehicle 10. Preferably, the first value P1 is equal to or greater than 20 Nm. Preferably, the first value P1 is equal to or greater than 30 Nm. Preferably, the first value P1 is equal to or less than 100 Nm.

[0100] When a predetermined condition is satisfied, the control unit 72 transitions the control state from the second control state to the first control state. Preferably, the predetermined condition is satisfied when the parameter P related to the manual driving force H is equal to or greater than a first value P1.

[0101] Preferably, when the rotation of the crankshaft 12 stops in the first control state, the control unit 72 transitions the control state to the second control state.

[0102] In this embodiment, when the rider temporarily stops the human-powered vehicle 10, for example, while waiting at a traffic light, the driving of the transmission body 20 by the motor 24 is suppressed, thereby preventing the rider from feeling uncomfortable when a driving force is generated in the human-powered vehicle 10.

[0103] The process by which the control unit 72 shifts the control state of the motor 24 will be described with reference to Fig. 5. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and shifts to step S11 of the flowchart shown in Fig. 5. When the flowchart of Fig. 5 ends, the control unit 72 repeats the process from step S11 after a predetermined period, for example, until the supply of power is stopped.

[0104] In step S11, the control unit 72 determines whether or not a rider is riding in the human-powered vehicle 10. If the rider is not riding in the human-powered vehicle 10, the control unit 72 ends the processing. If the rider is riding in the human-powered vehicle 10, the control unit 72 proceeds to step S12.

[0105] In step S12, the control unit 72 determines whether the human-powered vehicle 10 is stopped. For example, if the vehicle speed V is 0 km / h or less, the control unit 72 determines that the human-powered vehicle 10 is stopped. If the human-powered vehicle 10 is not stopped, the control unit 72 ends the processing. If the human-powered vehicle 10 is stopped, the control unit 72 proceeds to step S13.

[0106] In step S13, the control unit 72 shifts the control state to the second control state, and then proceeds to step S14.

[0107] In step S14, the control unit 72 determines whether or not a predetermined condition is satisfied. If the predetermined condition is not satisfied, the control unit 72 executes the process of step S14 again. If the predetermined condition is satisfied, the control unit 72 proceeds to step S15.

[0108] In step S15, the control unit 72 transitions the control state to the first control state and ends the process.

[0109] Second Embodiment A control device 70 of the second embodiment will be described with reference to Figures 6 and 7. The control device 70 of the second embodiment is similar to the control device 70 of the first embodiment except that a control unit 72 executes the processing of the flowchart of Figure 7 instead of the processing of the flowchart of Figure 5. Of the control device 70 of the second embodiment, the same components as those of the first embodiment are assigned the same reference numerals as those of the first embodiment, and redundant explanations will be omitted.

[0110] When a rider is on the human-powered vehicle 10 and at least one of the attitude of the vehicle body 30 of the human-powered vehicle 10 and the attitude of the rider is in a predetermined state, the control unit 72 transitions the control state to the second control state. Preferably, the control device 70 includes a state detection unit 84 that detects a parameter of the predetermined state.

[0111] The predetermined state includes at least one of a first example, a second example, a third example, a fourth example, a fifth example, and a sixth example.

[0112] In a first example, the predetermined state includes at least one of the following states: the rate of change of the attitude angle of the body 30 of the human-powered vehicle 10 or the attitude angle of the rider is greater than a first rate of change; and the frequency at which the attitude angle of the body 30 of the human-powered vehicle 10 or the attitude angle of the rider repeatedly increases and decreases is greater than a first frequency. Preferably, the attitude angle of the body 30 of the human-powered vehicle 10 includes at least one of a roll angle, a yaw angle, and a pitch angle. The control unit 72 determines that at least one of the attitude of the body 30 of the human-powered vehicle 10 and the attitude of the rider is in the predetermined state when at least one of the states: the rate of change of the attitude angle of the body 30 of the human-powered vehicle 10 or the attitude angle of the rider is greater than the first rate of change; and the frequency at which the attitude angle of the body 30 of the human-powered vehicle 10 or the attitude angle of the rider repeatedly increases and decreases is greater than a first frequency.

[0113] In a first example, the state detection unit 84 includes an inclination detection unit that detects the inclination angle of the human-powered vehicle 10. The inclination detection unit includes, for example, at least one of an inclination sensor and a GPS (Global Positioning System) receiver. The inclination sensor includes, for example, at least one of a gyro sensor and an acceleration sensor. When the inclination detection unit includes a GPS receiver, map information including information about road gradients is stored in advance in the memory unit 74, and the control unit 72 obtains the road gradient at the current location of the human-powered vehicle 10 as a pitch angle.

[0114] In a second example, the predetermined state includes the rider's posture. The control unit 72 determines the rider's posture based on the human-powered driving force H and the angle of the crankshaft 12. This includes a state in which the rider is standing and pedaling while moving the human-powered vehicle 10 significantly in the left and right directions of the rider. For example, if there is a large difference between the maximum and minimum values ​​of the human-powered driving force H over a predetermined time period and a large difference between the maximum and minimum values ​​of the rate of change in the angle of the crankshaft 12 over a predetermined time period, the control unit 72 determines that at least one of the posture of the vehicle body 30 of the human-powered vehicle 10 and the rider's posture is in the predetermined state.

[0115] In the second example, the state detection unit 84 includes, for example, an inclination detection unit that detects the inclination angle of the human-powered vehicle 10, and a crank rotation sensor 80.

[0116] In a third example, the predetermined state includes a state in which the wheels 16 are in contact with the ground. For example, the predetermined state includes a state in which the wheels 16 are off the ground. For example, the predetermined state includes a state in which the front wheels 16B are off the ground. The control unit 72 determines that at least one of the posture of the body 30 of the human-powered vehicle 10 and the posture of the rider is in the predetermined state in at least one of the following cases: the rate of change in the rotational speed W of the wheels 16 per predetermined time is equal to or greater than a predetermined value; or the difference between the rotational speeds of the rear wheels 16A and the front wheels 16B is equal to or greater than a predetermined difference.

[0117] In the third example, the condition detection unit 84 includes, for example, the vehicle speed sensor 78. The condition detection unit 84 may be configured to detect the air pressure of the tire corresponding to the wheel 16, or may be configured to detect the load acting on the wheel 16.

[0118] In a fourth example, the predetermined state includes a state in which the rider is standing up when pedaling. For example, the control unit 72 determines that the rider is standing up when the load on the saddle of the vehicle body 30 is equal to or less than a predetermined load. The control unit 72 may determine that the rider is standing up when the load on the saddle of the vehicle body 30 is equal to or less than a predetermined load. The control unit 72 may determine that the rider is standing up when pedaling based on distortion of at least one of the crank 28, the pedal 34, and the frame 32.

[0119] In a fifth example, the predetermined state includes the operating state of the brake device 86 of the human-powered vehicle 10. For example, when the brake device 86 is activated, the control unit 72 determines that at least one of the posture of the body 30 of the human-powered vehicle 10 and the posture of the rider is in a predetermined state.

[0120] In the fifth example, the state detection unit 84 is configured to detect, for example, at least one of the operation state of the brake operating device and the operation state of the brake operating device.

[0121] In a sixth example, the predetermined state includes the operating state of the suspension device 88 of the human-powered vehicle 10. For example, the suspension device 88 includes a front suspension device and a rear suspension device. For example, if the length of the rear suspension device is equal to or greater than a predetermined length, the control unit 72 determines that at least one of the posture of the body 30 of the human-powered vehicle 10 and the posture of the rider is in a predetermined state.

[0122] In the sixth example, the state detection unit 84 is configured to detect, for example, at least one of the internal pressure, the spring load, and the pressure state from the spring at the contact portion with the spring of the suspension device 88.

[0123] In this embodiment, for example, as shown in the first to sixth examples above, when the human-powered vehicle 10 is in an unstable driving state, the driving of the transmission body 20 by the motor 24 is suppressed, so the rider is less likely to feel uncomfortable.

[0124] When at least one of the posture of the body 30 of the human-powered vehicle 10 and the posture of the rider deviates from a predetermined state, the control unit 72 transitions the control state to the first control state.

[0125] The control unit 72 may transition the control state to the second control state when the rider is aboard the human-powered vehicle 10 and when at least one of the attitude of the vehicle body 30 of the human-powered vehicle 10 and the attitude of the rider is in a predetermined state, and may transition the control state to the first control state if, after transitioning the control state to the second control state, a state in which the rider's load is greater than the first load continues for a first period or longer. The control unit 72 may determine the rider's load according to the human-powered driving force H, may determine the rider's load according to the gradient of the road, or may determine the rider's load according to the running resistance. Even when the human-powered vehicle 10 is in an unstable running state, in situations where the rider's load is large and a gear change operation (particularly a downshift) is desired, the rider's load can be reduced by deliberately allowing the motor 24 to drive the transmission body 20. When the human-powered vehicle 10 is in an unstable traveling state, a state in which the rider's load is heavy is, for example, when the rider is standing and pedaling while the human-powered vehicle 10 is traveling uphill.

[0126] Preferably, the control device 70 includes a load detection unit 90. The load detection unit 90 includes, for example, the manual driving force detection unit 82. Instead of or in addition to the manual driving force detection unit 82, the load detection unit 90 may include at least one of an inclination detection unit and a running resistance detection unit.

[0127] The process by which the control unit 72 transitions the control state of the motor 24 will be described with reference to Fig. 7. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and transitions to step S21 of the flowchart shown in Fig. 7. When the flowchart of Fig. 7 ends, the control unit 72 repeats the process from step S21 after a predetermined period, for example, until the supply of power is stopped.

[0128] In step S21, the control unit 72 determines whether or not a rider is riding in the human-powered vehicle 10. If the rider is not riding in the human-powered vehicle 10, the control unit 72 ends the processing. If the rider is riding in the human-powered vehicle 10, the control unit 72 proceeds to step S22.

[0129] In step S22, the control unit 72 determines whether at least one of the attitude of the body 30 of the human-powered vehicle 10 and the attitude of the rider is in a predetermined state. If it is not in a predetermined state, the control unit 72 ends the process. If at least one of the attitude of the body 30 of the human-powered vehicle 10 and the attitude of the rider is in a predetermined state, the control unit 72 proceeds to step S23.

[0130] In step S23, the control unit 72 shifts the control state to the second control state, and then proceeds to step S24.

[0131] In step S24, the control unit 72 determines whether the state in which the rider's load is greater than the first load has continued for a first period or more. If the state in which the rider's load is greater than the first load has not continued for the first period or more, the control unit 72 executes the process of step S24 again. If the state in which the rider's load is greater than the first load has continued for the first period or more, the control unit 72 proceeds to step S25.

[0132] In step S25, the control unit 72 transitions the control state to the first control state and ends the process.

[0133] Third Embodiment A control device 70 of a third embodiment will be described with reference to Figures 6 and 7. The control device 70 of the third embodiment is similar to the control device 70 of the second embodiment, except that the predetermined state includes a case where the steering angle of the handlebar 42 of the human-powered vehicle 10 is outside a predetermined angle range. Of the control device 70 of the third embodiment, components that are common to the first and second embodiments are assigned the same reference numerals as in the first and second embodiments, and duplicate explanations will be omitted.

[0134] In this embodiment, the predetermined state includes Example 7. In this embodiment, the predetermined state may include at least one of Example 1, Example 2, Example 3, Example 4, Example 5, and Example 6 in addition to Example 7.

[0135] In the seventh example, the predetermined state includes a case where the steering angle of the handlebar 42 of the human-powered vehicle 10 is outside a predetermined angle range. For example, when the steering angle of the handlebar 42 is outside the predetermined angle range, the control unit 72 determines that at least one of the posture of the body 30 of the human-powered vehicle 10 and the posture of the rider is in a predetermined state. The predetermined angle range includes angles that match the extension direction of the frame 32 of the human-powered vehicle 10. For example, the steering angle of the handlebar 42 is defined as 0 degrees when the extension direction of the frame 32 is 0 degrees. The predetermined angle range includes, for example, a range from a first angle to a second angle. The first angle is a positive angle, and the second angle is a negative angle. The predetermined angle range includes, for example, a range from +30 degrees to -30 degrees. The predetermined angle range includes, for example, a range from +20 degrees to -20 degrees. The predetermined angle range includes, for example, a range from +10 degrees to -10 degrees.

[0136] In the seventh example, the state detection unit 84 is configured to detect, for example, the rotation angle of the front fork 38 relative to the head tube of the frame 32 as the steering angle of the handlebar 42.

[0137] For example, the control unit 72 executes the same processing as in the flowchart of Fig. 7 for the second embodiment. For example, in step S22, the control unit 72 determines whether the steering angle of the handlebar 42 of the human-powered vehicle 10 is outside a predetermined angle range. If the steering angle of the handlebar 42 of the human-powered vehicle 10 is outside the predetermined angle range, the control unit 72 proceeds to step S23. If the steering angle of the handlebar 42 of the human-powered vehicle 10 is not outside the predetermined angle range, the control unit 72 ends the processing.

[0138] <Fourth embodiment> A control device 70 of the fourth embodiment will be described with reference to Figures 4 and 8. The control device 70 of the fourth embodiment is similar to the control device 70 of the first embodiment except that a control unit 72 executes the processing of the flowchart of Figure 8 instead of the processing of the flowchart of Figure 5. Of the control device 70 of the fourth embodiment, the same components as those of the first embodiment are assigned the same reference numerals as those of the first embodiment, and redundant explanations will be omitted.

[0139] The control unit 72 transitions the control state to a first control state when the parameter P related to the manual driving force H is equal to or greater than a first value P1, and transitions the control state to a second control state when the parameter P related to the manual driving force H is equal to or less than a second value. The first value P1 is greater than the second value P2. The second value P2 is set to a value that can determine, for example, a state in which the operator of the human-powered vehicle 10 places his or her hands on the pedals 34 to rotate the crankshaft 12 while the wheels 16 are off the ground during maintenance or the like. Preferably, the second value P2 is equal to or less than 10 Nm. Preferably, the second value P2 is equal to or less than 5 Nm. Preferably, the second value P2 is equal to or greater than 1 Nm. The first value P1 is the same as in the first embodiment.

[0140] Preferably, the control unit 72 transitions the control state to the first control state when the parameter P related to the manual driving force H is greater than the second value P2 and less than the first value P1, i.e., when the transition of the control state cannot be determined under the conditions of the manual driving force H, or when the rotation speed C of the crankshaft 12 is equal to or greater than the first rotation speed CX.

[0141] In this embodiment, the control state can be appropriately shifted to the first control state or the second control state depending on the magnitude of the manual driving force H.

[0142] The process by which the control unit 72 transitions the control state of the motor 24 will be described with reference to Fig. 8. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and transitions to step S31 of the flowchart shown in Fig. 8. When the flowchart of Fig. 8 ends, the control unit 72 repeats the process from step S31 after a predetermined period, for example, until the supply of power is stopped.

[0143] In step S31, the control unit 72 determines whether the human-powered vehicle 10 is stopped. If the human-powered vehicle 10 is not stopped, the control unit 72 ends the process. Note that step S31 is not essential. If the human-powered vehicle 10 is stopped, the control unit 72 proceeds to step S32.

[0144] In step S32, the control unit 72 determines whether the parameter P is equal to or greater than the first value P1. If the parameter P is equal to or greater than the first value P1, the control unit 72 proceeds to step S33. If the parameter P is not equal to or greater than the first value P1, the control unit 72 proceeds to step S34.

[0145] In step S33, the control unit 72 transitions the control state to the first control state and ends the process. If the control state is the first control state, the control unit 72 maintains the first control state.

[0146] In step S34, the control unit 72 determines whether the parameter P is equal to or less than the second value P2. If the parameter P is equal to or less than the second value P2, the control unit 72 proceeds to step S35. If the parameter P is not equal to or less than the second value P2, the control unit 72 proceeds to step S36.

[0147] In step S35, the control unit 72 transitions the control state to the second control state and ends the process. If the control state is the second control state, the control unit 72 maintains the second control state.

[0148] In step S36, the control unit 72 determines whether the rotation speed C of the crankshaft 12 is equal to or greater than the first rotation speed CX. If the rotation speed C of the crankshaft 12 is equal to or greater than the first rotation speed CX, the control unit 72 proceeds to step S37. If the rotation speed C of the crankshaft 12 is not equal to or greater than the first rotation speed CX, the control unit 72 proceeds to step S38.

[0149] In step S37, the control unit 72 transitions the control state to the first control state and ends the process. If the control state is the first control state, the control unit 72 maintains the first control state.

[0150] In step S38, the control unit 72 transitions the control state to the second control state and ends the process. If the control state is the second control state, the control unit 72 maintains the second control state.

[0151] Fifth Embodiment A control device 70 of the fifth embodiment will be described with reference to Figures 4 and 9. The control device 70 of the fifth embodiment is similar to the control device 70 of the first embodiment except that a control unit 72 executes the processing of the flowchart of Figure 9 instead of the processing of the flowchart of Figure 5. Of the control device 70 of the fifth embodiment, the components common to the first embodiment are assigned the same reference numerals as in the first embodiment, and redundant explanations will be omitted.

[0152] The control unit 72 is configured to allow the operator of the human-powered vehicle 10 to select either the first control state or the second control state. The operator includes, for example, the rider of the human-powered vehicle 10 when the human-powered vehicle 10 is traveling. The operator includes, for example, the rider aboard the human-powered vehicle 10. The operator includes, for example, the rider and mechanic of the human-powered vehicle 10 when the human-powered vehicle 10 is stopped or undergoing maintenance.

[0153] Preferably, the control unit 72 is configured to allow the operator of the human-powered vehicle 10 to select either the first control state or the second control state when the human-powered vehicle 10 comes to a stop. For example, when the human-powered vehicle 10 comes to a stop, if the operator performs an operation to permit a gear change using an operation unit provided on the human-powered vehicle 10, the control unit 72 selects either the first control state or the second control state. When the human-powered vehicle 10 comes to a stop, the control unit 72 may display information prompting the operator to make a selection on a display unit provided on the human-powered vehicle 10.

[0154] Preferably, if the operator of the human-powered vehicle 10 does not perform an operation to select the first control state, the control unit 72 transitions the control state to the second control state when the human-powered vehicle 10 stops.

[0155] In this embodiment, the first control state can be selected at the discretion of the operator, which contributes to usability.

[0156] The process by which the control unit 72 transitions the control state of the motor 24 will be described with reference to Fig. 9. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and transitions to step S41 of the flowchart shown in Fig. 9. When the flowchart of Fig. 9 ends, the control unit 72 repeats the process from step S41 after a predetermined period, for example, until the supply of power is stopped.

[0157] In step S41, the control unit 72 determines whether the human-powered vehicle 10 has stopped. If the human-powered vehicle 10 has not stopped, the control unit 72 ends the process. If the human-powered vehicle 10 has stopped, the control unit 72 proceeds to step S42.

[0158] In step S42, the control unit 72 determines whether or not to permit a gear shifting operation. For example, when the operator of the human-powered vehicle 10 performs an operation to select the first control state, the control unit 72 determines that the gear shifting operation is permitted. If the control unit 72 permits the gear shifting operation, the process proceeds to step S43. If the control unit 72 does not permit the gear shifting operation, the process proceeds to step S44.

[0159] In step S43, the control unit 72 transitions the control state to the first control state and ends the process.

[0160] In step S44, the control unit 72 transitions the control state to the second control state and ends the process.

[0161] Sixth Embodiment A control device 70 of the sixth embodiment will be described with reference to Figures 10 and 11. The control device 70 of the sixth embodiment is similar to the control device 70 of the first embodiment except that the control unit 72 executes the processing of the flowchart of Figure 11 instead of the processing of the flowchart of Figure 5. Of the control device 70 of the sixth embodiment, the same components as those of the first embodiment are assigned the same reference numerals as those of the first embodiment, and redundant explanations will be omitted.

[0162] In this embodiment, the human-powered vehicle 10 further includes an operating device 66. The control unit 72 is configured to be able to select either a first control state or a second control state in response to operation of the operating device 66 by the operator.

[0163] For example, the operating device 66 includes an operating unit 66A that accepts a first operation by the operator and a second operation different from the first operation. For example, when a first operation is performed on the operating unit 66A, the control unit 72 controls a component 68 of the human-powered vehicle 10. When a second operation is performed on the operating unit 66A, the control unit 72 is configured to transition the control state to a first control state.

[0164] For example, component 68 includes derailleur 22, and operating unit 66A includes a gearshift operating unit 66B configured to operate derailleur 22. When component 68 includes derailleur 22, control unit 72 is configured to control derailleur 22 when a first operation is performed on gearshift operating unit 66B. Gearshift operating unit 66B may be provided as separate units, with one gearshift operating unit 66B for increasing gear ratio R and the other gearshift operating unit 66B for decreasing gear ratio R.

[0165] For example, the component 68 includes the motor 24, and the operation unit 66A includes an assist operation unit 66C configured to be able to change the assist level A provided by the motor 24. When the component 68 includes the motor 24, the control unit 72 is configured to change the assist level A when a first operation is performed on the assist operation unit 66C. The assist operation unit 66C for increasing the assist level A and the assist operation unit 66C for decreasing the assist level A may be provided separately.

[0166] For example, the second operation is an operation in which the operating unit 66A is continuously operated for a first period of time or more. For example, the first period of time is between two and four seconds. The second operation may be an operation in which the operating unit 66A is operated a predetermined number of times or more within the second period of time. If the second operation is an operation in which the operating unit 66A is operated a predetermined number of times or more within the second period of time, at least one of the predetermined number of operations may include an operation of pressing and holding the operating unit 66A. The operation time or the number of operations in the second operation can be set or changed by the operator. For example, the operator can access the control device 70 via a wired or wireless connection using an external device and change the setting information stored in the memory unit 74 according to their preferences. Examples of external devices include a personal computer, a tablet computer, a smartphone, or a cycle computer. For example, the operator can change the setting information stored in the memory unit 74 according to their preferences using a program stored in the external device.

[0167] For example, when a third operation, which is performed on the operating unit 66A after the second operation, is performed, the control unit 72 controls the derailleur 22 to perform a one-stage or multi-stage gear shift. When the control unit 72 controls the derailleur 22 to perform a one-stage gear shift, the gear ratio R is changed by one stage. When the control unit 72 controls the derailleur 22 to perform a multi-stage gear shift, the gear ratio R is changed by multiple stages. The number of stages of gear shifts that are performed by each operation can be set or changed by the operator, just like the operation time or number of operations in the second operation. For example, the operator can use an external device to change the setting information regarding the number of stages of gear shifts that are performed by each operation according to their preferences.

[0168] For example, the third operation is an operation in which operating unit 66A is continuously operated for a third time period or more in the second operation, and then continuously operated for a fourth time period or more. For example, the third time period may be shorter than the fourth time period. The third time period may be longer than the fourth time period. The third time period may be the same as the fourth time period. For example, the third time period is between two and four seconds, and the fourth time period is between one and three seconds. For example, when operating unit 66A for three seconds in the second operation, the gear shift state is transitioned to the first control state, and when operating unit 66A for one second in the third operation, the gear shift operation is performed by one level, when operating unit 66A for two seconds, the gear shift operation is performed by two levels, and when operating unit 66A for three seconds, the gear shift operation is performed by three levels.

[0169] For example, the third operation may be an operation in which operating unit 66A is operated in the second operation, then released, and then operated again within a predetermined time. For example, if operating unit 66A is operated for three seconds in the second operation, the first control state is initiated, and operating unit 66A is released once. Thereafter, if operating unit 66A is operated once in the third operation, a gear shift operation is performed by one stage, if operating unit 66A is operated twice, a gear shift operation is performed by two stages, and if operating unit 66A is operated three times, a gear shift operation is performed by three stages.

[0170] For example, the control unit 72 is configured to transition the control state from the first control state to the second control state when a fourth operation performed after the second operation is performed on the operation unit 66A. For example, the control unit 72 is configured to transition the control state from the first control state to the second control state when a fourth operation performed after the third operation is performed on the operation unit 66A. For example, the control unit 72 is configured to transition the control state from the first control state to the second control state when a fourth operation is performed after the third operation performed after the second operation on the operation unit 66A. The control unit 72 may be configured to transition the control state from the first control state to the second control state when the fourth operation is performed without the third operation being performed after the second operation. The control unit 72 may be configured to transition the control state from the first control state to the second control state after a predetermined time has elapsed when neither the third operation nor the fourth operation is performed after the second operation.

[0171] In this embodiment, the control state can be changed in response to an operation by an operator, which contributes to usability.

[0172] The process by which the control unit 72 transitions the control state of the motor 24 will be described with reference to Fig. 11. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and transitions to step S51 in the flowchart shown in Fig. 11. When the flowchart in Fig. 11 ends, the control unit 72 repeats the process from step S51 after a predetermined period, for example, until the supply of power is stopped.

[0173] In step S51, the control unit 72 determines whether or not a first operation has been performed on the operation unit 66A. If the first operation has been performed on the operation unit 66A, the control unit 72 proceeds to step S52. If the first operation has not been performed on the operation unit 66A, the control unit 72 proceeds to step S53.

[0174] The control unit 72 controls the component 68 in step S52 and ends the process. If the component 68 includes the derailleur 22, the control unit 72 controls the derailleur 22 in step S52. For example, if a first operation to increase the gear ratio R is performed on the gear shift operating unit 66B in step S51, the control unit 72 controls the derailleur 22 to increase the gear ratio R in step S52. For example, if a first operation to decrease the gear ratio R is performed on the gear shift operating unit 66B in step S51, the control unit 72 controls the derailleur 22 to decrease the gear ratio R in step S52. If the component 68 includes the motor 24, the control unit 72 changes the assist level A in step S52. For example, if a first operation to increase the assist level A is performed on the assist operating unit 66C in step S51, the control unit 72 increases the assist level A in step S52. For example, if a first operation for decreasing the assist level A is performed on the assisting operation unit 66C in step S51, the control unit 72 decreases the assist level A in step S52.

[0175] In step S53, the control unit 72 determines whether or not a second operation has been performed on the operation unit 66A. If the second operation has been performed on the operation unit 66A, the control unit 72 proceeds to step S54. If the second operation has not been performed on the operation unit 66A, the control unit 72 ends the process.

[0176] In step S54, the control unit 72 shifts the control state to the first control state, and then proceeds to step S55.

[0177] In step S55, the control unit 72 determines whether or not a third operation has been performed on the operation unit 66A. If the third operation has been performed on the operation unit 66A, the control unit 72 proceeds to step S56. If the third operation has not been performed on the operation unit 66A, the control unit 72 proceeds to step S57.

[0178] In step S56, the control unit 72 controls the derailleur 22 to perform a one-stage or multi-stage gear shifting operation, and then the process proceeds to step S58.

[0179] In step S58, the control unit 72 determines whether or not a fourth operation has been performed on the operation unit 66A. If the fourth operation has been performed on the operation unit 66A, the control unit 72 proceeds to step S59. If the third operation has not been performed on the operation unit 66A, the control unit 72 ends the process.

[0180] In step S59, the control unit 72 shifts the control state to the second control state, and ends the process.

[0181] In step S57, the control unit 72 determines whether or not a fourth operation has been performed on the operation unit 66A. If the fourth operation has been performed on the operation unit 66A, the control unit 72 proceeds to step S60. If the fourth operation has not been performed on the operation unit 66A, the control unit 72 ends the process.

[0182] In step S60, the control unit 72 shifts the control state to the second control state, and ends the process.

[0183] Seventh Embodiment A control device 70 of the seventh embodiment will be described with reference to Figures 12 and 13. The control device 70 of the seventh embodiment is similar to the control device 70 of the first embodiment except that the control unit 72 executes the processing of the flowchart of Figure 13 instead of the processing of the flowchart of Figure 5. Of the control device 70 of the seventh embodiment, the same components as those of the first embodiment are assigned the same reference numerals as those of the first embodiment, and redundant explanations will be omitted.

[0184] In this embodiment, the control device 70 further includes a forward detection unit 92. The forward detection unit 92 includes at least one of a GPS receiver, a camera, and an electromagnetic wave emitting device (e.g., LiDAR; Laser Imaging Detection and Ranging). If the forward detection unit 92 includes a GPS receiver, the memory unit 74 pre-stores map information including information about road gradients. The control unit 72 predicts the forward road gradient based on information about the current location of the human-powered vehicle 10 and the pre-stored map information. If the forward detection unit 92 includes a camera, the control unit 72 detects the forward situation based on images captured by the camera. If the forward detection unit 92 includes an electromagnetic wave emitting device, the control unit 72 detects the forward situation based on obstacles detected by reflected electromagnetic waves.

[0185] The control unit 72 may include an artificial intelligence processing unit that outputs the forward situation in response to input from the forward detection unit 92. The artificial intelligence processing unit may include, for example, a storage device that stores software and an arithmetic processing unit that executes the software stored in the storage device. The arithmetic processing unit may include, for example, a CPU or an MPU. The arithmetic processing unit preferably includes a GPU (Graphics Processing Unit) in addition to the CPU or MPU. The arithmetic processing unit may include an FPGA (Field-Programmable Gate Array). The artificial intelligence processing unit may include one or more arithmetic processing units. The artificial intelligence processing unit may include multiple arithmetic processing units located at multiple separate locations. The storage device may include, for example, a non-volatile memory and a volatile memory. The storage device stores a control program, a learning program, and a learning model. The learning model may be a trained model trained using a predetermined learning algorithm, or may be configured to be updated using a learning algorithm. The learning algorithm may include machine learning, deep learning, or deep reinforcement learning. The learning algorithm may include, for example, at least one of supervised learning, unsupervised learning, and reinforcement learning. The learning algorithm may be a method other than those described in this specification, as long as it is configured to update the learning model using a method in the field of artificial intelligence. The learning process for updating the learning model is preferably performed by a GPU. The learning algorithm may use a neural network (NN). The learning algorithm may use a recurrent neural network (RNN).

[0186] In this embodiment, when an uphill slope is detected ahead in the traveling direction of the human-powered vehicle 10 while the human-powered vehicle 10 is accelerating or traveling downhill, the control unit 72 transitions the control state to the second control state. For example, the control unit 72 has control states in which a gear shift operation is performed and which further includes a third control state different from the first control state. For example, after transitioning to the second control state, the control unit 72 transitions the control state to the third control state before reaching an uphill slope. The gear shift operation in the third control state is a downshift. A downshift is a gear shift operation that reduces the gear ratio R.

[0187] Preferably, in the third control state, the control unit 72 performs a downshift in the gear change operation before reaching an uphill slope. The control unit 72 starts the downshift, for example, in accordance with the relationship between at least one of the distance to the uphill slope and the vehicle speed V and the time required for the downshift. The control unit 72 starts the downshift, for example, before the time required to reach the uphill slope, calculated from the distance to the uphill slope and the vehicle speed V, becomes less than the time required for the downshift.

[0188] For example, when gear shifting is performed in accordance with the vehicle speed V and human-powered driving force H, an upshift is performed when the human-powered vehicle 10 is accelerating or traveling downhill. However, if an upshift is performed even though there is an uphill slope ahead, the rider's pedal feel will become heavy once the human-powered vehicle 10 begins to ascend uphill. To avoid this, it is preferable that gear shifting be restricted when an uphill slope is detected ahead, or that a downshift be performed to prepare for traveling uphill.

[0189] In this embodiment, the control state can be changed depending on the situation ahead, which contributes to usability.

[0190] The process by which the control unit 72 transitions the control state of the motor 24 will be described with reference to Fig. 13. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and transitions to step S71 of the flowchart shown in Fig. 13. When the flowchart of Fig. 13 ends, the control unit 72 repeats the process from step S71 after a predetermined period, for example, until the supply of power is stopped.

[0191] In step S71, the control unit 72 determines whether or not an uphill slope is detected ahead. If an uphill slope is detected ahead, the control unit 72 proceeds to step S72. If an uphill slope is not detected ahead, the control unit 72 ends the process.

[0192] In step S72, the control unit 72 shifts the control state to the second control state, and then proceeds to step S73.

[0193] In step S73, the control unit 72 shifts the control state to the third control state before the vehicle reaches an uphill slope, and ends the process.

[0194] Eighth Embodiment A control device 70 of the eighth embodiment will be described with reference to Figures 10 and 14. The control device 70 of the eighth embodiment is similar to the control device 70 of the seventh embodiment except that the control unit 72 executes the processing of the flowchart of Figure 14 instead of the processing of the flowchart of Figure 13. Of the control device 70 of the eighth embodiment, the same reference numerals as in the seventh embodiment are used for the configurations that are common to the seventh embodiment, and duplicated explanations will be omitted. In this embodiment, the control device 70 does not need to be equipped with a forward detection unit 92.

[0195] In this embodiment, the control unit 72 has control states including a fourth control state. In the fourth control state, the control unit 72 is configured to perform a gear shift operation when the gear shift operating unit 66B is operated. In the fourth control state, the control unit 72 is configured to drive the motor 24 to assist in pushing the human-powered vehicle 10 when the assist operating unit 66C is operated. That is, in the fourth control state, the operator operates the gear shift operating unit 66B when a gear shift operation is required, and operates the assist operating unit 66C when assistance in pushing the human-powered vehicle 10 is required. The control unit 72 may be configured to drive the motor 24 to assist in pushing the human-powered vehicle 10 while the assist operating unit 66C is continuously operated in the fourth control state.

[0196] For example, the control unit 72 is configured to transition the control state to the fourth control state when the gearshift operating unit 66B or the assist operating unit 66C is operated. The operator can set or change which operating unit is operated and how to operate it to transition to the fourth control state. For example, the operator can access the control device 70 via a wired or wireless connection using an external device and change the setting information stored in the memory unit 74 to their liking using a program stored in the external device. The control unit 72 may be configured to transition to the fourth control state via an off mode in which no assistance is provided by the motor 24 in response to the manual driving force H. The control unit 72 may also be configured to transition to the fourth control state when an operating unit other than the gearshift operating unit 66B and the assist operating unit 66C is operated.

[0197] The control state before transitioning to the fourth control state may be a so-called normal control state. In the normal control state, for example, while the crankshaft 12 is rotating, the control unit 72 is configured to execute a gear change when the gearshift operating unit 66B is operated, and to control the motor 24 to change the assist level A when the assist operating unit 66C is operated.

[0198] For example, the control unit 72 is configured to transition the control state to the fourth control state when the gearshift operating unit 66B or the assist operating unit 66C is operated for a sixth time period or longer. For example, the sixth time period is between two and four seconds. The gearshift operation in the fourth control state can be set or changed according to the operator's preference, as in the sixth embodiment.

[0199] For example, when the gearshift operating unit 66B or the assist operating unit 66C is operated for a seventh time or longer in the fourth control state, the control unit 72 cancels the fourth control state. For example, the sixth time is shorter than the seventh time. For example, the seventh time is greater than or equal to one second and less than three seconds. The sixth time may be longer than the seventh time. Regardless of the seventh time, the control unit 72 may cancel the fourth control state when the assist operating unit 66C is simply pressed briefly.

[0200] For example, in the fourth control state, if the crankshaft 12 rotates during a gear shifting operation, the control unit 72 continues the gear shifting operation without interruption until the gear shifting operation is completed. For example, in the fourth control state, if the rider starts a gear shifting operation while pushing the human-powered vehicle 10, and then gets on the human-powered vehicle 10 and starts traveling before the gear shifting operation is completed, it is preferable to continue the gear shifting operation without interruption. In this embodiment, the gear shifting operation can be performed even in the so-called walk mode, which contributes to usability.

[0201] The process by which the control unit 72 transitions the control state of the motor 24 will be described with reference to Fig. 14. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and transitions to step S81 of the flowchart shown in Fig. 14. When the flowchart of Fig. 14 ends, the control unit 72 repeats the process from step S81 after a predetermined period, for example, until the supply of power is stopped.

[0202] In step S81, the control unit 72 determines whether the gearshift operating unit 66B or the assist operating unit 66C has been operated for a sixth time or longer. If the gearshift operating unit 66B or the assist operating unit 66C has been operated for a sixth time or longer, the control unit 72 proceeds to step S82. If the gearshift operating unit 66B or the assist operating unit 66C has not been operated for a sixth time or longer, the control unit 72 ends the process.

[0203] The control unit 72 transitions the control state to the fourth control state in step S82, and proceeds to step S83. For example, the control unit 72 transitions the control state from the fifth control state to the fourth control state in step S82.

[0204] In step S83, the control unit 72 determines whether the assisting operation unit 66C is operated. If the assisting operation unit 66C is operated, the control unit 72 proceeds to step S84. If the assisting operation unit 66C is not operated, the control unit 72 proceeds to step S85.

[0205] In step S84, the control unit 72 drives the motor 24 to assist in pushing the human-powered vehicle 10, and then proceeds to step S86.

[0206] In step S86, the control unit 72 determines whether the gearshift operating unit 66B or the assist operating unit 66C has been operated for a seventh time or longer. If the gearshift operating unit 66B or the assist operating unit 66C has been operated for a seventh time or longer, the control unit 72 proceeds to step S87. If the gearshift operating unit 66B or the assist operating unit 66C has not been operated for a seventh time or longer, the control unit 72 ends the process.

[0207] The control unit 72 releases the fourth control state in step S87 and ends the process. For example, the control unit 72 transitions the control state from the fourth control state to the fifth control state in step S87.

[0208] In step S85, the control unit 72 determines whether the gearshift operating unit 66B is being operated. If the gearshift operating unit 66B is being operated, the control unit 72 proceeds to step S88. If the gearshift operating unit 66B is not being operated, the control unit 72 ends the process.

[0209] The control unit 72 starts the gear shifting operation in step S88, and proceeds to step S86. Preferably, in step S88, the control unit 72 drives the transmission body 20 by the motor 24 to start the gear shifting operation.

[0210] In step S89, the control unit 72 determines whether or not the crankshaft 12 is rotating. If the crankshaft 12 is rotating, the control unit 72 proceeds to step S90. If the crankshaft 12 is not rotating, the control unit 72 proceeds to step S91.

[0211] The control unit 72 continues the gear shifting operation without interruption until the gear shifting operation is completed in step S90, and then proceeds to step S91.

[0212] The control unit 72 completes the gear shifting operation in step S91 and proceeds to step S92.

[0213] In step S92, the control unit 72 determines whether the gearshift operating unit 66B or the assist operating unit 66C has been operated for a seventh time or longer. If the gearshift operating unit 66B or the assist operating unit 66C has been operated for a seventh time or longer, the control unit 72 proceeds to step S93. If the gearshift operating unit 66B or the assist operating unit 66C has not been operated for a seventh time or longer, the control unit 72 ends the process.

[0214] The control unit 72 releases the fourth control state in step S93 and ends the process. For example, the control unit 72 transitions the control state from the fourth control state to the fifth control state in step S93.

[0215] <Modification> The descriptions of each embodiment are examples of possible forms of a control device for a human-powered vehicle according to the present disclosure, and are not intended to limit the forms. A control device for a human-powered vehicle according to the present disclosure can take the form of, for example, a modified version of each of the embodiments shown below, or a combination of at least two mutually consistent modified versions. In the following modified versions, parts that are common to the embodiments are given the same reference numerals as in the embodiments, and their description will be omitted.

[0216] The parameter P related to the manual driving force H includes a first manual driving force H1 input from the first pedal 34A and a second manual driving force H2 input from the second pedal 34B. The control unit 72 may transition the control state to the second control state when one of the first manual driving force H1 and the second manual driving force H2 is equal to or less than a third value P3 and the other of the first manual driving force H1 and the second manual driving force H2 is equal to or less than a fourth value P4 that is smaller than the third value P3. The third value P3 is set to a value that can determine, for example, a state in which the operator of the human-powered vehicle 10 places his / her hand on one of the pedals 34 to rotate the crankshaft 12 while the wheels 16 are off the ground, such as during maintenance. The third value P3 is greater than 0 Nm. Preferably, the third value P3 is equal to or less than 10 Nm. Preferably, the third value P3 is equal to or less than 5 Nm. Preferably, the third value P3 is equal to or greater than 1 Nm. Preferably, the fourth value P4 is equal to or less than 2 Nm. Preferably, the fourth value P4 is equal to or less than 1 Nm. Preferably, the fourth value P4 is equal to or greater than 0 Nm. To detect the first manual driving force H1 and the second manual driving force H2, a torque sensor may be provided on each of the first pedal 34A and the second pedal 34B, or a torque sensor may be provided on the crank 28 to detect strain distribution. If the manual driving force H on one of the pedals 34 cannot be detected due to a torque sensor malfunction or the like, there is a risk that the control state may be erroneously shifted to the second control state. Therefore, it is desirable to perform a check based on the rotational speed C of the crankshaft 12. For example, it is advisable to add a step of determining whether the rotational speed C is smaller than the first rotational speed CX. In this modified example, it is determined that one of the pedals 34 is being turned, making it easier to identify situations such as maintenance compared to the third embodiment, and the control state can be more appropriately transitioned to the second control state. The process by which the control unit 72 transitions the control state of the motor 24 will be described with reference to Fig. 15. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and transitions to step S101 of the flowchart shown in Fig. 15. When the flowchart of Fig. 15 ends, the control unit 72 repeats the process from step S101 after a predetermined period, for example, until the supply of power is stopped. In step S101, the control unit 72 determines whether one of the first manual driving force H1 and the second manual driving force H2 is equal to or less than a third value P3, and whether the other of the first manual driving force H1 and the second manual driving force H2 is equal to or less than a fourth value P4 that is smaller than the third value P3. The control unit 72 ends the process if one of the first manual driving force H1 and the second manual driving force H2 is not equal to or less than the third value P3, or if the other of the first manual driving force H1 and the second manual driving force H2 is not equal to or less than the fourth value P4 that is smaller than the third value P3. The control unit 72 proceeds to step S52 if one of the first manual driving force H1 and the second manual driving force H2 is equal to or less than the third value P3 and the other of the first manual driving force H1 and the second manual driving force H2 is equal to or less than the fourth value P4 that is smaller than the third value P3. Preferably, in step S101, the control unit 72 proceeds to step S102 if one of the first manual driving force H1 and the second manual driving force H2 is less than a third value P3 and greater than a threshold value PX greater than 0 Nm, and if the other of the first manual driving force H1 and the second manual driving force H2 is less than a fourth value P4 smaller than the third value P3. In step S102, the control unit 72 transitions the control state to the second control state and ends the process. If the control state is the second control state, the control unit 72 maintains the second control state.

[0217] The control unit 72 may transition the control state to the second control state when the parameter P related to the human-powered driving force H is equal to or less than a fifth value P5 and the acceleration state of the human-powered vehicle 10 continues for a second period. The fifth value P5 is, for example, smaller than the first value P1. In this modified example, for example, when the rider is traveling downhill without pedaling 34, the driving of the transmission body 20 by the motor 24 is suppressed, thereby preventing unnecessary acceleration and gear shifting operations. The process by which the control unit 72 transitions the control state of the motor 24 will be described with reference to Fig. 16. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and transitions to step S111 of the flowchart shown in Fig. 16. When the flowchart of Fig. 16 ends, the control unit 72 repeats the process from step S111 after a predetermined period, for example, until the supply of power is stopped. In step S111, the control unit 72 determines whether the parameter P is equal to or less than the fifth value P5 and whether the accelerating state of the human-powered vehicle 10 continues for a second period of time. The control unit 72 ends the process if the parameter P is not equal to or less than the fifth value P5. The control unit 72 ends the process if the human-powered vehicle 10 is not in an accelerating state. The control unit 72 ends the process if the parameter P is equal to or less than the fifth value P5 and the accelerating state of the human-powered vehicle 10 has not continued for the second period. The control unit 72 proceeds to step S112 if the parameter P is equal to or less than the fifth value P5 and the accelerating state of the human-powered vehicle 10 has continued for the second period. In step S112, the control unit 72 transitions the control state to the second control state and ends the process. If the control state is the second control state, the control unit 72 maintains the second control state.

[0218] In the first and second embodiments, as shown in FIG. 17 , the human-powered vehicle 10 may further include an alarm unit 94. The alarm unit 94 may be configured to output sound, for example, or may be configured to display information on a display unit. The alarm unit 94 may include a cycle computer. When the human-powered vehicle 10 further includes the alarm unit 94, the control unit 72 is configured to be able to control the alarm unit 94. Preferably, the control unit 72 controls the alarm unit 94 to cause the alarm unit 94 to issue an alarm when the control state transitions from the second control state to the first control state. A process in which the control unit 72 controls the notification unit 94 will be described with reference to Fig. 18. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S121 of the flowchart shown in Fig. 18. When the flowchart of Fig. 18 ends, the control unit 72 repeats the process from step S121 after a predetermined period, for example, until the supply of power is stopped. In step S121, the control unit 72 determines whether to transition from the second control state to the first control state. If the control unit 72 does not transition from the second control state to the first control state, the control unit 72 terminates the process. If the control unit 72 transitions from the second control state to the first control state, the control unit 72 transitions to step S122. In step S122, the control unit 72 controls the notification unit 94 to issue a notification, and then terminates the process. In step S122, the control unit 72 notifies the operator of the transition from the second control state to the first control state, for example, by generating a sound or displaying information on the display unit. For example, in the sixth embodiment, the notification unit 94 notifies the operator of the transition to the first control state, i.e., the completion of the second operation, thereby ensuring that the third operation can be performed.

[0219] In the first and second embodiments, the control unit 72 may be configured to perform a gear shifting operation when the wheel 16 is off the ground X in the first control state. Preferably, when the control unit 72 detects that the wheel 16 is off the ground X, it transitions the control state to the first control state regardless of an operation by the operator. Preferably, the control unit 72 performs a gear shifting operation when only the drive wheel is off the ground X. The drive wheel is, for example, the rear wheel 16A. As shown in FIG. 19 , for example, the control unit 72 performs a gear shifting operation when only the rear wheel 16A is off the ground X. In other words, when only the rear wheel 16A is off the ground X, this includes a state in which only the rear wheel 16A is off the ground X and the front wheel 16B is on the ground X. The drive wheel may also be the front wheel 16B. For example, when the rider lifts the rear wheel 16A with one hand and removes it from the ground X, the control unit 72 transitions the control state to the first control state. In this case, the gear shifting operation may be performed when the rider operates the operating device 44 with the other hand, or the gear shifting operation may be performed without the rider's operation. When the control unit 72 is configured to perform a gear shifting operation when the wheels 16 are off the ground X in the first control state, the state detection unit 84 further includes a load sensor for detecting that the wheels 16 are off the ground X. Preferably, a load sensor is provided for each of the rear wheels 16A and the front wheels 16B. The control unit 72 determines that the wheels 16 are off the ground X when the absolute value of the difference between the detected values ​​of the loads of the rear wheels 16A and the front wheels 16B is equal to or greater than a predetermined difference. The control unit 72 may determine whether the drive wheels are off the ground X based on, for example, the load of the motor 24. The process of changing the control state by the control unit 72 will be described with reference to Fig. 20. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S131 of the flowchart shown in Fig. 20. When the flowchart of Fig. 20 ends, the control unit 72 repeats the process from step S131 after a predetermined period, for example, until the supply of power is stopped. For example, in step S131, the control unit 72 determines whether or not it has detected that the wheel 16 is separated from the ground X. If the control unit 72 detects that the wheel 16 is separated from the ground X, the process proceeds to step S132. If the control unit 72 has not detected that the wheel 16 is separated from the ground X, the process ends. In step S132, the control unit 72 transitions the control state to the first control state, performs a gear shifting operation, and ends the process.

[0220] In the first and second embodiments, the control unit 72 may be configured to allow the operator to select the first control state by operating the operation device 66 when the human-powered vehicle 10 is stopped or when the operator is not aboard the human-powered vehicle 10. The control unit 72 may be configured, for example, to prevent the operator from selecting the first control state even if the operator operates the operation device 66 when the human-powered vehicle 10 is stopped. The control unit 72 may be configured, for example, to prevent the operator from selecting the first control state even if the operator operates the operation device 66 when the operator is not aboard the human-powered vehicle 10. The control unit 72 may transition the control state to the first control state when the first control state is selected, or may transition to the first control state when a condition for transitioning the control state to the first control state is met when the first control state is selected. The process by which the control unit 72 selects the first control state will be described with reference to Fig. 21. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S141 of the flowchart shown in Fig. 21. When the flowchart in Fig. 21 ends, the control unit 72 repeats the process from step S141 after a predetermined period, for example, until the supply of power is stopped. For example, in step S141, the control unit 72 determines whether the human-powered vehicle 10 is stopped or whether the operator is not on board the human-powered vehicle 10. If the human-powered vehicle 10 is stopped or the operator is not on board the human-powered vehicle 10, the control unit 72 proceeds to step S142. If the human-powered vehicle 10 is not stopped or the operator is not on board the human-powered vehicle 10, the control unit 72 ends the processing. In step S142, the control unit 72 determines whether the operating device 66 has been operated. If the operating device 66 has been operated, the control unit 72 proceeds to step S143. If the operating device 66 has not been operated, the control unit 72 ends the processing. In step S143, the control unit 72 selects the first control state and ends the processing.

[0221] In the first and second embodiments, if the first control state continues for five or more hours, the control unit 72 may transition the control state to the second control state. For example, the fifth time period is set in advance. For example, the fifth time period is set to be between four and six seconds. The process by which the control unit 72 transitions the control state to the second control state will be described with reference to Fig. 22. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and transitions to step S151 of the flowchart shown in Fig. 22. When the flowchart in Fig. 22 ends, the control unit 72 repeats the process from step S151 after a predetermined period, for example, until the supply of power is stopped. For example, in step S151, the control unit 72 determines whether the first control state has continued for five hours or more. If the first control state has continued for five hours or more, the control unit 72 proceeds to step S152. If the first control state has not continued for five hours or more, the control unit 72 ends the process. In step S152, the control unit 72 transitions the control state to the second control state and ends the process.

[0222] In the first and second embodiments, if a load equal to or greater than the second load is applied to the motor 24 in the first control state, the control unit 72 may transition the control state to the second control state. An example of a load equal to or greater than the second load being applied to the motor 24 includes a load being applied to the motor 24 by a foreign object between the transmission body 20 and the first rotating body 14. An example of a load equal to or greater than the second load being applied to the motor 24 includes a load being applied to the motor 24 by the wheel 16, which is floating in the air, landing on the ground. The process by which the control unit 72 transitions the control state to the second control state will be described with reference to Fig. 23. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and transitions to step S161 of the flowchart shown in Fig. 23. When the flowchart in Fig. 23 ends, the control unit 72 repeats the process from step S161 after a predetermined period, for example, until the supply of power is stopped. For example, in step S161, the control unit 72 determines whether a load equal to or greater than the second load is being applied to the motor 24. If a load equal to or greater than the second load is not being applied to the motor 24, the control unit 72 proceeds to step S162. If a load equal to or greater than the second load is not being applied to the motor 24, the control unit 72 ends the processing. In step S162, the control unit 72 transitions the control state to the second control state and ends the processing.

[0223] In the first and second embodiments, when the human-powered vehicle 10 starts traveling in the first control state, the control unit 72 may transition the control state to the second control state. The human-powered vehicle 10 starts traveling in at least one of the following cases: when the human-powered torque HT input to the pedals 34 is equal to or greater than a predetermined human-powered torque; when the rotational speed C of the crankshaft 12 is equal to or greater than a predetermined rotational speed; and when the roll angle of the human-powered vehicle 10 is equal to or greater than a predetermined roll angle. The process by which the control unit 72 transitions the control state to the second control state will be described with reference to Fig. 24. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and transitions to step S171 of the flowchart shown in Fig. 24. When the flowchart in Fig. 24 ends, the control unit 72 repeats the process from step S171 after a predetermined period, for example, until the supply of power is stopped. For example, in step S171, the control unit 72 determines whether or not the human-powered vehicle 10 has started traveling in the first control state. If the human-powered vehicle 10 has started traveling in the first control state, the control unit 72 proceeds to step S172. If the human-powered vehicle 10 has not started traveling in the first control state, the control unit 72 ends the processing. In step S172, the control unit 72 transitions the control state to the second control state and ends the processing.

[0224] 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" when 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" when the number of options is three or more. [Explanation of symbols]

[0225] 10...human-powered vehicle, 12...crankshaft, 14...first rotating body, 16...wheel, 18...second rotating body, 20...transmission body, 22...derailleur, 24...motor, 30...vehicle body, 34A...first pedal, 34B...second pedal, 66...operation device, 66A...operation section, 66B...gear shift operation section, 66C...assist operation section, 68...component, 70...control device, 72...control section, 86...brake device, 88...suspension device, 94...alarm section.

Claims

1. A control device for a human-powered vehicle, The human-powered vehicle includes a crankshaft to which human-powered driving force is input, a first rotating body connected to the crankshaft, wheels, a second rotating body connected to the wheels, a transmission body configured to engage with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body, a derailleur configured to operate the transmission body to change the gear ratio of the rotational speed of the wheels relative to the rotational speed of the crankshaft, and a motor configured to drive the transmission body. a controller configured to control the motor; The control unit When the crankshaft is stopped, the motor drives the transmission body, and the derailleur operates the transmission body to change the gear ratio, thereby performing a gear change operation. a control state including a first control state in which the gear shifting operation is performed and a second control state in which the driving force of the motor in the gear shifting operation is suppressed compared to the first control state; transitioning the control state to the second control state when a rider is riding on the human-powered vehicle and when the human-powered vehicle is stopped; A control device that transitions the control state from the second control state to the first control state when a predetermined condition is satisfied.

2. The control device according to claim 1 , wherein the predetermined condition is satisfied when the parameter related to the manual driving force is equal to or greater than a first value.

3. A control device for a human-powered vehicle, The human-powered vehicle includes a crankshaft to which human-powered driving force is input, a first rotating body connected to the crankshaft, wheels, a second rotating body connected to the wheels, a transmission body configured to engage with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body, a derailleur configured to operate the transmission body to change the gear ratio of the rotational speed of the wheels relative to the rotational speed of the crankshaft, and a motor configured to drive the transmission body. a controller configured to control the motor; The control unit When the crankshaft is stopped, the motor drives the transmission body, and the derailleur operates the transmission body to change the gear ratio, thereby performing a gear change operation. a control state including a first control state in which the gear shifting operation is performed and a second control state in which the driving force of the motor in the gear shifting operation is suppressed compared to the first control state; a control device that transitions the control state to the second control state when a rider is riding on the human-powered vehicle and when at least one of the attitude of the body of the human-powered vehicle and the attitude of the rider is in a predetermined state.

4. 4. The control device according to claim 3, wherein the predetermined state includes at least one of a state in which a rate of change of an attitude angle of the vehicle body of the human-powered vehicle or an attitude angle of the rider is greater than a first rate of change, and a state in which a frequency at which the attitude angle of the vehicle body of the human-powered vehicle or the attitude angle of the rider repeatedly increases and decreases is greater than a first frequency.

5. The control device according to claim 4 , wherein the attitude angle of the body of the human-powered vehicle includes at least one of a roll angle, a yaw angle, and a pitch angle.

6. The control device according to claim 3 , wherein the control unit determines the rider's posture according to the manual driving force and the angle of the crankshaft.

7. The control device according to claim 3 , wherein the predetermined state includes a contact state of the wheel with the ground.

8. The control device according to claim 3 , wherein the predetermined state includes a state in which the rider is standing up while pedaling.

9. The control device according to claim 3 , wherein the predetermined state includes an operating state of a brake device of the human-powered vehicle.

10. The control device according to claim 3 , wherein the predetermined state includes an operating state of a suspension device of the human-powered vehicle.

11. 11. The control device according to claim 3, wherein the control unit transitions the control state to the second control state when the rider is riding on the human-powered vehicle and when at least one of the posture of the body of the human-powered vehicle and the posture of the rider is in the predetermined state, and transitions the control state to the first control state when a state in which the rider's load is greater than a first load continues for a first period or more after transitioning the control state to the second control state.

12. the predetermined state includes a case where the steering angle of the handlebar of the human-powered vehicle is outside a predetermined angle range, The control device according to claim 3 , wherein the predetermined angle range includes an angle that coincides with a direction in which a frame of the human-powered vehicle extends.

13. The control device according to claim 3 , wherein the control unit determines that the rider is riding the vehicle when the parameter related to the human-powered driving force is equal to or greater than a first value.

14. A control device for a human-powered vehicle, The human-powered vehicle includes a crankshaft to which human-powered driving force is input, a first rotating body connected to the crankshaft, wheels, a second rotating body connected to the wheels, a transmission body configured to engage with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body, a derailleur configured to operate the transmission body to change the gear ratio of the rotational speed of the wheels relative to the rotational speed of the crankshaft, and a motor configured to drive the transmission body. a controller configured to control the motor; The control unit When the crankshaft is stopped, the motor drives the transmission body, and the derailleur operates the transmission body to change the gear ratio, thereby performing a gear change operation. a control state including a first control state in which the gear shifting operation is performed and a second control state in which the driving force of the motor in the gear shifting operation is suppressed compared to the first control state; When the parameter related to the manual driving force is equal to or greater than a first value, the control state is transitioned to the first control state, and when the parameter related to the manual driving force is equal to or less than a second value, the control state is transitioned to the second control state; The first value is greater than the second value.

15. The control device of claim 14, wherein the second value is equal to or less than 10 Nm.

16. The control device of claim 15, wherein the second value is equal to or less than 5 Nm.

17. 17. The control device of claim 2, wherein the first value is greater than or equal to 20 Nm.

18. The control device of claim 17, wherein the first value is equal to or greater than 30 Nm.

19. The control device according to claim 2 , wherein the parameters relating to the manual driving force include the manual driving force and an assist force by the motor.

20. the human-powered vehicle further includes a first pedal and a second pedal connected to the crankshaft; the parameters relating to the manual driving force include a first manual driving force input from the first pedal and a second manual driving force input from the second pedal, 20. The control device according to claim 2, wherein the control unit transitions the control state to the second control state when one of the first manual driving force and the second manual driving force is equal to or less than a third value and the other of the first manual driving force and the second manual driving force is equal to or less than a fourth value that is smaller than the third value.

21. A control device for a human-powered vehicle, The human-powered vehicle includes a crankshaft to which human-powered driving force is input, a first rotating body connected to the crankshaft, a wheel, a second rotating body connected to the wheel, a transmission body configured to engage with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body, a derailleur configured to operate the transmission body to change the gear ratio of the rotational speed of the wheel relative to the rotational speed of the crankshaft, a motor configured to drive the transmission body, and a first pedal and a second pedal connected to the crankshaft, the parameters relating to the manual driving force include a first manual driving force input from the first pedal and a second manual driving force input from the second pedal, a controller configured to control the motor; The control unit When the crankshaft is stopped, the motor drives the transmission body, and the derailleur operates the transmission body to change the gear ratio, thereby performing a gear change operation. a control state including a first control state in which the gear shifting operation is performed and a second control state in which the driving force of the motor in the gear shifting operation is suppressed compared to the first control state; The control unit transitions the control state to the second control state when one of the first manual driving force and the second manual driving force is equal to or less than a third value and the other of the first manual driving force and the second manual driving force is equal to or less than a fourth value that is smaller than the third value.

22. 21. The control device according to claim 1, wherein the control unit transitions the control state to the second control state when the parameter related to the human-powered driving force is equal to or less than a fifth value and the acceleration state of the human-powered vehicle continues for a second period of time.

23. A control device for a human-powered vehicle, The human-powered vehicle includes a crankshaft to which human-powered driving force is input, a first rotating body connected to the crankshaft, wheels, a second rotating body connected to the wheels, a transmission body configured to engage with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body, a derailleur configured to operate the transmission body to change the gear ratio of the rotational speed of the wheels relative to the rotational speed of the crankshaft, and a motor configured to drive the transmission body. a controller configured to control the motor; The control unit When the crankshaft is stopped, the motor drives the transmission body, and the derailleur operates the transmission body to change the gear ratio, thereby performing a gear change operation. a control state including a first control state in which the gear shifting operation is performed and a second control state in which the driving force of the motor in the gear shifting operation is suppressed compared to the first control state; a control device configured to allow an operator of the human-powered vehicle to select either the first control state or the second control state.

24. The human-powered vehicle further includes an operating device, The control device according to claim 23 , wherein the control unit is configured to be able to select either the first control state or the second control state in response to an operation of the operation device by the operator.

25. the operation device includes an operation unit that receives a first operation by the operator and a second operation different from the first operation, 25. The control device according to claim 24, wherein the control unit is configured to control a component of the human-powered vehicle when the first operation is performed on the operating unit, and to transition the control state to the first control state when the second operation is performed on the operating unit.

26. The components include the derailleur, the operating unit includes a gear shift operating unit configured to operate the derailleur, 26. The control device according to claim 25, wherein the control unit is configured to control the derailleur when the first operation is performed on the gear shift operating device.

27. the component includes the motor; the operation unit includes an assist operation unit configured to change an assist level by the motor, The control device according to claim 25 , wherein the control unit is configured to change the assist level when the first operation is performed on the assisting operation unit.

28. The control device according to claim 25 , wherein the second operation is an operation in which the operating unit is continuously operated for a first time period or more.

29. The control device according to claim 25 , wherein the second operation is an operation in which the operation unit is operated a predetermined number of times or more within a second time period.

30. 30. The control device according to claim 25, wherein the control unit controls the derailleur to perform the one-stage or multi-stage gear shifting operation when a third operation is performed on the operating unit after the second operation.

31. 31. The control device according to claim 30, wherein the third operation is an operation in which the operating unit is continuously operated for a third time period or more in the second operation, and then the operating unit is continuously operated for a fourth time period or more.

32. The control device according to claim 30 , wherein the third operation is an operation in which, after the operation unit is operated in the second operation, the operation unit is temporarily released and then operated again within a predetermined time.

33. 33. The control device according to any one of claims 25 to 32, wherein the control unit is configured to transition the control state from the first control state to the second control state when a fourth operation that is performed after the second operation is performed on the operation unit.

34. 33. The control device according to any one of claims 30 to 32, wherein the control unit is configured to transition the control state from the first control state to the second control state when a fourth operation is performed on the operation unit after the third operation.

35. 35. The control device according to any one of claims 24 to 34, wherein the control unit is configured to allow the operator to select the first control state by operating the operating device when the human-powered vehicle is stopped or when the operator is not riding in the human-powered vehicle.

36. The control device according to any one of claims 24 to 35, wherein the control unit is configured to perform the gear shifting operation when the wheel is off the ground in the first control state.

37. 37. The control device according to claim 24, wherein the control unit transitions the control state to the first control state when it is detected that the wheel is off the ground, regardless of an operation by the operator.

38. A control device for a human-powered vehicle, The human-powered vehicle includes a crankshaft to which human-powered driving force is input, a first rotating body connected to the crankshaft, wheels, a second rotating body connected to the wheels, a transmission body configured to engage with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body, a derailleur configured to operate the transmission body to change the gear ratio of the rotational speed of the wheels relative to the rotational speed of the crankshaft, and a motor configured to drive the transmission body. a controller configured to control the motor; The control unit When the crankshaft is stopped, the motor drives the transmission body, and the derailleur operates the transmission body to change the gear ratio, thereby performing a gear change operation. a control state including a first control state in which the gear shifting operation is performed and a second control state in which the driving force of the motor in the gear shifting operation is suppressed compared to the first control state; The control unit a control device that transitions the control state to the second control state when an uphill slope is detected ahead in the traveling direction of the human-powered vehicle while the human-powered vehicle is accelerating or traveling downhill;

39. The control unit the gear shifting operation is performed, and the control state further includes a third control state different from the first control state; After transitioning to the second control state, the control state is transitioned to the third control state before the vehicle reaches the uphill slope; 39. The control device according to claim 38, wherein the gear shifting operation in the third control state is a downshift.

40. 40. The control device according to claim 1, wherein the control unit transitions the control state to the second control state when the first control state continues for five hours or more.

41. 41. The control device according to claim 1, wherein when a load equal to or greater than a second load is applied to the motor in the first control state, the control unit transitions the control state to the second control state.

42. 42. The control device according to claim 1, wherein when the human-powered vehicle starts traveling in the first control state, the control unit transitions the control state to the second control state.

43. The human-powered vehicle further includes a notification unit, The control unit The notification unit is configured to be controllable, The control device according to claim 1 , further comprising: controlling the notification unit to issue a notification when the control state transitions from the second control state to the first control state.

44. 44. The control device according to any one of claims 1 to 43, wherein the control unit transitions the control state to the second control state when the crankshaft stops in the first control state.

45. The control device according to claim 1 , wherein the control unit controls the motor so as to prohibit the gear shifting operation in the second control state.

46. A control device for a human-powered vehicle, The human-powered vehicle includes a crankshaft to which human-powered driving force is input, a first rotating body connected to the crankshaft, wheels, a second rotating body connected to the wheels, a transmission body configured to engage with the first rotating body and the second rotating body to transmit driving force between the first rotating body and the second rotating body, a derailleur configured to operate the transmission body to change the gear ratio of the rotational speed of the wheels relative to the rotational speed of the crankshaft, a motor configured to drive the transmission body, and an operating device. a controller configured to control the motor; the operating device includes a gear shift operating unit configured to operate the derailleur, and an assist operating unit configured to change an assist level provided by the motor, The control unit When the crankshaft is stopped, the motor drives the transmission body, and the derailleur operates the transmission body to change the gear ratio, thereby performing a gear change operation. having control states including a fourth control state; a control device configured to, in the fourth control state, execute the gear shift operation when the gear shift operating unit is operated, and to drive the motor to assist pushing the human-powered vehicle when the assist operating unit is operated.

47. 47. The control device according to claim 46, wherein the control unit is configured to transition the control state to the fourth control state when the gear shift operating unit or the assist operating unit is operated.

48. 48. The control device according to claim 46 or 47, wherein the control unit is configured to transition the control state to the fourth control state when the gearshift operating unit or the assist operating unit is operated for a sixth time or longer.

49. 49. The control device according to any one of claims 46 to 48, wherein the control unit cancels the fourth control state when the gear shift operating unit or the assist operating unit is operated for a seventh time or more in the fourth control state.

50. 50. The control device according to any one of claims 46 to 49, wherein in the fourth control state, if the crankshaft rotates during the gear shifting operation, the control unit continues the gear shifting operation without interruption until the gear shifting operation is completed.

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