Control device for human-powered vehicles

Abstract

To provide a control device for a human-powered vehicle that can contribute to the comfortable running of the human-powered vehicle. [Solution] A control device for a human-powered vehicle used in a human-powered vehicle, the human-powered vehicle including a crank, a drive wheel driven by rotating the crank in a predetermined rotational direction, a transmission for changing the ratio of the rotational speed of the drive wheel to the rotational speed of the crank, and a resistance adjustment unit that can adjust the resistance of the crank to the human-powered driving force applied to the crank, and the control device for the human-powered vehicle includes a first control unit configured to control the resistance adjustment unit so that the resistance of the crank increases when the ratio is changed.

Description

[Technical Field]

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

[0002] There are known control devices for human-powered vehicles. Conventional control devices for human-powered vehicles control various components mounted on the human-powered vehicle. Patent Document 1 discloses an example of a conventional control device for a human-powered vehicle. [Prior art documents] [Patent documents]

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

[0004] It is desirable that passengers in human-powered vehicles can travel comfortably. An object of the present invention is to provide a control device for a human-powered vehicle that can contribute to a comfortable driving experience for the human-powered vehicle. [Means for solving the problem]

[0005] A control device for a human-powered vehicle according to a first aspect of the present disclosure is a control device for a human-powered vehicle used in a human-powered vehicle, the human-powered vehicle including a crank, a drive wheel driven by rotating the crank in a predetermined rotational direction, and a resistance adjustment unit that can adjust the resistance of the crank against the human-powered driving force applied to the crank, and the control device for the human-powered vehicle includes a first control unit configured to control the resistance adjustment unit so that the resistance of the crank increases depending on the running state of the human-powered vehicle when the crank is rotating in the predetermined rotational direction. According to the control device for a human-powered vehicle of the first aspect, the resistance of the crank is adjusted, which contributes to a comfortable driving experience for the human-powered vehicle.

[0006] In the control device for a human-powered vehicle of the second aspect according to the first aspect of the present disclosure, the running state includes at least one of the rotation speed of the crank, the human-powered driving force, and the rotation speed of the wheels of the human-powered vehicle. According to the control device for a human-powered vehicle of the second aspect, the drag adjustment unit is suitably controlled in accordance with the driving state of the human-powered vehicle, which contributes to a comfortable driving experience for the human-powered vehicle.

[0007] In the control device for a human-powered vehicle of the third aspect according to the second aspect of the present disclosure, the first control unit is configured to control the resistance adjustment unit so that the resistance of the crank increases when the amount of change in the rotational speed of the crank is equal to or greater than a first value and the human-powered driving force is less than a second value. The control device for a human-powered vehicle according to the third aspect can contribute to the comfortable running of the human-powered vehicle.

[0008] In the control device for a human-powered vehicle of a fourth aspect according to the second or third aspect of the present disclosure, the first control unit is configured to control the resistance adjustment unit so that the resistance of the crank increases when the rotational speed of the crank and the rotational speed of the wheel do not satisfy a predetermined relationship. The control device for a human-powered vehicle according to the fourth aspect can contribute to the comfortable running of a human-powered vehicle.

[0009] In a control device for a human-powered vehicle of a fifth aspect according to any one of the second to fourth aspects of the present disclosure, the first control unit is configured to control the resistance adjustment unit so that the resistance of the crank increases when the rotational speed of the crank and the rotational speed of the wheel do not satisfy a predetermined relationship and the human-powered driving force is less than a third value. The control device for a human-powered vehicle according to the fifth aspect can contribute to the comfortable running of a human-powered vehicle.

[0010] In a control device for a human-powered vehicle of a sixth aspect according to any one of the second to fifth aspects of the present disclosure, the first control unit is configured to control the resistance adjustment unit so that the resistance of the crank increases when the rotational speed of the crank is equal to or greater than a fourth value and the human-powered driving force is less than a fifth value. The control device for a human-powered vehicle according to the sixth aspect can contribute to the comfortable running of a human-powered vehicle.

[0011] In the seventh aspect of the control device for a human-powered vehicle according to any one of the first to sixth aspects of the present disclosure, the human-powered vehicle further includes a transmission for changing the ratio of the rotational speed of the drive wheels to the rotational speed of the crank. The control device for a human-powered vehicle according to the seventh aspect can contribute to the comfortable running of a human-powered vehicle.

[0012] The control device for a human-powered vehicle of the eighth aspect according to the seventh aspect of the present disclosure further includes a second control unit configured to control the transmission in accordance with at least one of the rotation speed of the crank, the running speed of the human-powered vehicle, the running resistance of the human-powered vehicle, the human-powered driving force, and the tilt state of the human-powered vehicle. According to the control device for a human-powered vehicle of the eighth aspect, the transmission is suitably controlled, which contributes to a comfortable driving experience for the human-powered vehicle.

[0013] In the control device for a human-powered vehicle of the ninth aspect according to the eighth aspect of the present disclosure, the second control unit performs a gear change using the transmission while the first control unit controls the drag adjustment unit so that the drag of the crank increases, and the first control unit controls the drag adjustment unit so that the drag of the crank generated by the drag adjustment unit decreases after the gear change using the transmission is completed by the second control unit. According to the control device for a human-powered vehicle of the ninth aspect, the state in which the drag adjustment unit is controlled to increase the drag of the crank continues until the gear change by the transmission is completed, thereby contributing to a comfortable driving experience for the human-powered vehicle.

[0014] A control device for a human-powered vehicle according to a tenth aspect of the present disclosure is a control device for a human-powered vehicle used in a human-powered vehicle, the human-powered vehicle including a crank, a drive wheel driven by rotating the crank in a predetermined rotational direction, a transmission for changing the ratio of the rotational speed of the drive wheel to the rotational speed of the crank, and a resistance adjustment unit capable of adjusting the resistance of the crank against the human-powered driving force applied to the crank, and the control device for the human-powered vehicle includes a first control unit configured to control the resistance adjustment unit so that the resistance of the crank increases when the ratio is changed. According to the control device for a human-powered vehicle of the tenth aspect, the resistance of the crank is adjusted, which contributes to a comfortable driving experience for the human-powered vehicle.

[0015] In the control device for a human-powered vehicle of the eleventh aspect according to the tenth aspect of the present disclosure, the first control unit is configured to control the resistance adjustment unit so that the resistance of the crank increases when the ratio decreases or when the ratio increases. The control device for a human-powered vehicle according to the eleventh aspect can contribute to the comfortable running of the human-powered vehicle.

[0016] The control device for a human-powered vehicle of the twelfth aspect according to the tenth or eleventh aspect of the present disclosure further includes a second control unit configured to control the transmission in accordance with at least one of the rotation speed of the crank, the running speed of the human-powered vehicle, the running resistance of the human-powered vehicle, the human-powered driving force, and the tilt state of the human-powered vehicle. According to the control device for a human-powered vehicle of the twelfth aspect, the transmission is suitably controlled, which contributes to a comfortable driving experience for the human-powered vehicle.

[0017] In a control device for a human-powered vehicle of a thirteenth aspect according to any one of the first to twelfth aspects of the present disclosure, the drag adjustment unit includes an electric motor connected to the crank, and the first control unit is configured to adjust the drag of the crank by generating a rotational torque in the electric motor. According to the control device for a human-powered vehicle of the thirteenth aspect, the resistance of the crank can be suitably adjusted.

[0018] In the control device for a human-powered vehicle of a fourteenth aspect according to the thirteenth aspect of the present disclosure, the electric motor is configured to generate the rotational torque by regenerative braking. According to the control device for a human-powered vehicle of the fourteenth aspect, the resistance of the crank can be suitably adjusted.

[0019] In the control device for a human-powered vehicle of a fifteenth aspect according to the thirteenth or fourteenth aspect of the present disclosure, the electric motor is configured to assist the propulsive force of the human-powered vehicle. According to the control device for a human-powered vehicle of the fifteenth aspect, a single electric motor has the function of assisting the propulsion force of the human-powered vehicle and the function of adjusting the resistance of the crank, so that the human-powered vehicle can be configured simply.

[0020] In the control device for a human-powered vehicle of a sixteenth aspect according to a fifteenth aspect of the present disclosure, the first control unit is configured to control the electric motor in response to the human-powered driving force. According to the control device for a human-powered vehicle of the sixteenth aspect, the electric motor can be suitably controlled.

[0021] In the control device for a human-powered vehicle of the 17th aspect according to the 16th aspect of the present disclosure, the first control unit is configured to be able to control the electric motor to assist the propulsion force of the human-powered vehicle when the human-powered driving force is equal to or greater than a sixth value, and is configured to be able to control the electric motor so as not to assist the propulsion force of the human-powered vehicle when the human-powered driving force is less than a seventh value. According to the control device for a human-powered vehicle of the seventeenth aspect, the electric motor can be suitably controlled.

[0022] In the control device for a human-powered vehicle of an eighteenth aspect according to any one of the thirteenth to seventeenth aspects of the present disclosure, the electric motor is provided in the vicinity of the crank. According to the control device for a human-powered vehicle of the eighteenth aspect, the human-powered vehicle can be configured simply.

[0023] In the control device for a human-powered vehicle of a nineteenth aspect according to any one of the thirteenth to eighteenth aspects of the present disclosure, the electric motor is connected to the crank via a two-way clutch or a direct coupling clutch. According to the control device for a human-powered vehicle of the nineteenth aspect, the electric motor and the crank can be suitably connected.

[0024] In a control device for a human-powered vehicle of a twentieth aspect according to any one of the first to nineteenth aspects of the present disclosure, the drag adjustment unit includes a braking device configured to brake the wheels of the human-powered vehicle, and the first control unit is configured to adjust the drag of the crank by causing the braking device to brake the wheels. According to the control device for a human-powered vehicle of the twentieth aspect, the resistance of the crank can be suitably adjusted.

[0025] In the control device for a human-powered vehicle of a twenty-first aspect according to the twentieth aspect of the present disclosure, the wheels include the drive wheels, and the braking device is configured to brake the drive wheels. According to the control device for a human-powered vehicle of the twenty-first aspect, the resistance of the crank can be suitably adjusted. [Effects of the Invention]

[0026] The control device for a human-powered vehicle according to the present disclosure can contribute to a comfortable driving experience for the human-powered vehicle. [Brief explanation of the drawings]

[0027] [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 block diagram showing an example of a power transmission path of the human-powered vehicle of FIG. 1. [Figure 3] FIG. 2 is a block diagram showing the connection relationship between the human-powered vehicle control device of FIG. 1 and various elements. [Figure 4] 4 is a flowchart showing an example of control executed by the second control unit in FIG. 3; [Figure 5]4 is a flowchart showing an example of control executed by the first control unit in FIG. 3; [Figure 6] 10 is a flowchart showing an example of control executed by a first control unit in a control device for a human-powered vehicle according to a second embodiment. [Figure 7] 10 is a flowchart showing an example of control executed by a first control unit in a control device for a human-powered vehicle according to a third embodiment. [Figure 8] 10 is a flowchart showing an example of control executed by a first control unit in a control device for a human-powered vehicle according to a fourth embodiment. [Figure 9] 10 is a flowchart showing an example of control executed by a first control unit in a control device for a human-powered vehicle according to a fifth embodiment. [Figure 10] 13 is a flowchart showing an example of control executed by a first control unit in a control device for a human-powered vehicle according to a sixth embodiment. [Figure 11] 13 is a flowchart showing an example of control executed by a first control unit in the control device for a human-powered vehicle of the seventh embodiment. [Figure 12] 13 is a flowchart showing an example of control executed by a first control unit in the control device for a human-powered vehicle according to the eighth embodiment. [Figure 13] 13 is a flowchart showing an example of control executed by a first control unit in the control device for a human-powered vehicle according to the ninth embodiment. [Figure 14] FIG. 10 is a block diagram showing an example of a power transmission path of a modified human-powered vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0028] (First embodiment) A human-powered vehicle control device 60 according to a first embodiment will be described with reference to FIGS. 1 to 3. Hereinafter, the human-powered vehicle control device 60 will be simply referred to as the control device 60. The control device 60 is used in a human-powered vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven by at least human-powered driving force HP. The human-powered vehicle 10 is not limited in the number of wheels and includes, for example, one-wheeled vehicles and vehicles with three or more wheels. The human-powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bikes. The bicycle includes an electric bicycle (E-bike) in which driving force is provided by an electric motor 42A. The electric bicycle includes an electrically assisted bicycle in which propulsion is assisted by the electric motor 42A. In the following embodiments, the human-powered vehicle 10 will be described as a bicycle with two wheels 16.

[0029] As shown in FIG. 1 , the human-powered vehicle 10 includes a frame 12, a front fork 14, wheels 16, and a handlebar 18. In one example, the human-powered vehicle 10 includes a crank 20, a drive wheel 16B that is driven by rotating the crank 20 in a predetermined rotational direction, and a resistance adjustment unit 40 that adjusts the resistance of the crank 20 to a human-powered driving force HP applied to the crank 20. The human-powered driving force HP is input to the crank 20. The crank 20 includes a crankshaft 20A that is rotatable relative to the frame 12 and crank arms 20B that are provided at both axial ends of the crankshaft 20A. A pair of pedals 22 is individually connected to each crank arm 20B. The drive wheel 16B is driven by the crank 20 rotating in a predetermined rotational direction. The predetermined rotational direction is, for example, the direction in which the crank 20 is rotated to move the human-powered vehicle 10 forward. The drive wheel 16B is supported by the frame 12. The crank 20 and the drive wheel 16B are connected by a drive mechanism 24.

[0030] The drive mechanism 24 includes a first rotor 26 coupled to the crankshaft 20A. The first rotor 26 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 24 further includes a connecting member 28 and a second rotor 30. The connecting member 28 transmits the rotational force of the first rotor 26 to the second rotor 30. The connecting member 28 includes, for example, a chain, a belt, or a shaft. The second rotor 30 is coupled to the drive wheel 16B. The second rotor 30 includes a sprocket, a pulley, or a bevel gear. A one-way clutch 32 is provided between the second rotor 30 and the drive wheel 16B. The one-way clutch 32 is configured to rotate the drive wheel 16B forward when the second rotor 30 rotates forward, and to prevent the drive wheel 16B from rotating backward when the second rotor 30 rotates backward. A human-powered driving force HP applied to the pedals 22 by a rider riding on the human-powered vehicle 10 is transmitted via the first rotor 26, the connecting member 28, and the second rotor 30 to the driving wheel 16B.

[0031] The wheels 16 include driven wheels 16A and drive wheels 16B. In this embodiment, the front wheels of the human-powered vehicle 10 are driven wheels 16A, and the rear wheels of the human-powered vehicle 10 are drive wheels 16B. The front wheels are attached to the frame 12 via a front fork 14. The rear wheels are attached to a rear end 12A of the frame 12. The handlebars 18 are connected to the frame 12 via a stem 18A. In the following embodiments, the front wheels are described as driven wheels 16A and the rear wheels are described as drive wheels 16B, but the front wheels may also be drive wheels 16B and the rear wheels may also be driven wheels 16A.

[0032] The human-powered vehicle 10 further includes a transmission 34 for changing the ratio of the rotational speed of the drive wheels 16B to the rotational speed RC of the crank 20. The ratio of the rotational speed of the drive wheels 16B to the rotational speed RC of the crank 20 is synonymous with the gear ratio GR of the human-powered vehicle 10. The transmission 34 includes a transmission 36 and an electric actuator 34A configured to drive the transmission 36. The transmission 36 includes, for example, at least one of a front derailleur, a rear derailleur, and an internal gearbox. The transmission 36 includes any combination of a front derailleur, a rear derailleur, and an internal gearbox. The electric actuator 34A includes an electric motor.

[0033] In this embodiment, the transmission 36 includes a front derailleur 36A and a rear derailleur 36B. In this embodiment, the first rotating body 26 and the second rotating body 30 include a plurality of sprockets. The front derailleur 36A is provided near the first rotating body 26. As the front derailleur 36A is driven, the sprocket of the first rotating body 26 around which the connecting member 28 is wound changes, thereby changing the gear ratio GR of the human-powered vehicle 10. The rear derailleur 36B is provided at the rear end 12A of the frame 12. As the rear derailleur 36B is driven, the sprocket of the second rotating body 30 around which the connecting member 28 is wound changes, thereby changing the gear ratio GR of the human-powered vehicle 10. In one example, the corresponding transmission 34 is driven in response to the operation of the gear shift operating device 34B. The transmission 34 operates on power supplied from a battery 38 mounted on the human-powered vehicle 10 or on power supplied from a dedicated power source mounted on the transmission 34. If the transmission 36 includes an internal transmission, the internal transmission is provided, for example, in the hub of the drive wheel 16B. The electric actuator 34A may be omitted from the transmission 34, in which case the gear shift operating device 34B and the transmission 36 are connected, for example, via a Bowden cable. In this embodiment, the electric actuator 34A is controlled by a second control unit 66, which will be described later. The electric actuator 34A is connected to the second control unit 66, for example, by wire or wirelessly.

[0034] The transmission 34 has multiple gears. The front derailleur 36A has one or more gears. The number of gears in the front derailleur 36A corresponds to the number of sprockets on the first rotating body 26. The rear derailleur 36B has one or more gears. The number of gears in the rear derailleur 36B corresponds to the number of sprockets on the second rotating body 30. The number of gears in the transmission 34 is determined by multiplying the number of gears in the front derailleur 36A by the number of gears in the rear derailleur 36B. In one example, the gear ratio GR of the human-powered vehicle 10 is changed by changing the gear of the transmission 34. The gear ratio GR of the human-powered vehicle 10 is determined by the relationship between the number of teeth on the sprocket of the first rotating body 26 corresponding to the gear position of the front derailleur 36A and the number of teeth on the sprocket of the second rotating body 30 corresponding to the gear position of the rear derailleur 36B.

[0035] The human-powered vehicle 10 further includes a drive unit 42 that assists the propulsion force of the human-powered vehicle 10. The drive unit 42 operates in response to the human-powered driving force HP applied to the pedals 22, for example. The drive unit 42 includes an electric motor 42A. The electric motor 42A is provided near the crank 20. The electric motor 42A is connected to the crank 20. The drive unit 42 operates using power supplied from a battery 38 mounted on the human-powered vehicle 10. The electric motor 42A may be provided on the drive wheel 16B.

[0036] The human-powered vehicle 10 further includes braking devices 44 configured to apply braking force to the wheels 16. In this embodiment, the human-powered vehicle 10 is provided with two braking devices 44, one for the front wheels and one for the rear wheels. The braking devices 44 are configured to brake the wheels 16 of the human-powered vehicle 10. The two braking devices 44, for example, have the same configuration as each other. The braking devices 44 include, for example, rim brake devices that brake the rims 16C of the human-powered vehicle 10. In one example, the corresponding braking device 44 is mechanically and / or electrically driven in response to operation of the brake lever 46. The braking devices 44 include a braking unit 44A and an electric actuator 44B configured to drive the braking unit 44A. The electric actuator 44B is controlled by a first control unit 62, which will be described later. The electric actuator 44B is connected to the first control unit 62, for example, by wire or wirelessly.

[0037] When the braking device 44 is electrically driven, the braking device 44 operates using power supplied from the battery 38 mounted on the human-powered vehicle 10 or power supplied from a dedicated power supply mounted on the braking device 44. When the braking device 44 is electrically driven, the braking device 44 may operate using both power supplied from the battery 38 mounted on the human-powered vehicle 10 and power supplied from a dedicated power supply mounted on the braking device 44. The braking device 44 may include a disc brake device, a band brake device, or a roller brake device that brakes a disc brake rotor mounted on the human-powered vehicle 10. The two braking devices 44 corresponding to the front wheels and the rear wheels may have different configurations.

[0038] The battery 38 includes one or more battery cells. The battery cells include rechargeable batteries. The battery 38 is provided in the human-powered vehicle 10 and supplies power to other electrical components electrically connected to the battery 38. The other electrical components include, for example, a control device 60. The battery 38 is connected to the control device 60 so as to be able to communicate with it, for example, by wire or wirelessly. The battery 38 can communicate with the control device 60, for example, by power line communication (PLC). The battery 38 may be attached to the outside of the frame 12, or at least a portion of the battery 38 may be housed inside the frame 12. In this embodiment, the resistance adjuster 40 is included in the other electrical components.

[0039] As shown in FIG. 2, the drive unit 42 transmits driving force to the drive mechanism 24 for propelling the human-powered vehicle 10. The drive unit 42 includes a crankshaft 20A, an output section 52, an electric motor 42A, and a clutch 54. The output section 52 rotates integrally with the crankshaft 20A. The driving force of the electric motor 42A is transmitted to the output section 52. The output section 52 is disposed, for example, such that the rotational axis of the output section 52 coincides with the rotational axis of the crankshaft 20A and surrounds at least a portion of the crankshaft 20A around the rotational axis of the crankshaft 20A. The clutch 54 includes a two-way clutch or a direct-coupled clutch 54A.

[0040] The electric motor 42A is connected to the crank 20 via a two-way clutch or a direct-coupled clutch 54A. In the present embodiment, the clutch 54 includes the direct-coupled clutch 54A. In the present embodiment, the electric motor 42A is connected to the crank 20 via the direct-coupled clutch 54A and the output unit 52. A reducer that reduces the rotation of the electric motor 42A and outputs it to the output unit 52 may be provided between the electric motor 42A and the clutch 54, between the output unit 52 and the clutch 54, or both between the electric motor 42A and the clutch 54 and between the output unit 52 and the clutch 54.

[0041] The direct-coupling clutch 54A includes a first portion connected to the electric motor 42A and a second portion connected to the output unit 52. The direct-coupling clutch 54A couples the first portion and the second portion and is switchable between a first state in which the first portion and the second portion rotate together and a second state in which no power is transmitted between the first portion and the second portion. The direct-coupling clutch 54A includes, for example, an electromagnetic clutch. The direct-coupling clutch 54A is controlled by a first control unit 62. The first control unit 62 controls the direct-coupling clutch 54A to be in the first state when it is necessary for the electric motor 42A to generate a drag force on the crank 20 or when the electric motor 42A is to assist in propulsion of the human-powered vehicle. The first control unit 62 controls the direct-coupling clutch 54A to be in the second state when it is not necessary for the electric motor 42A to generate a drag force on the crank 20 and when the electric motor 42A is not to assist in propulsion of the human-powered vehicle.

[0042] When the crank 20 rotates in a predetermined rotational direction, the rotational force is transmitted to the drive wheel 16B via the drive mechanism 24. When the rotational force when the crank 20 rotates in a predetermined rotational direction is transmitted to the drive wheel 16B and the electric motor 42A assists the propulsion force of the human-powered vehicle 10, the driving force of the electric motor 42A merges with the human-powered driving force HP at the output section 52. When the crank 20 rotates in a direction opposite to the predetermined rotational direction, the rotational force is not transmitted to the drive wheel 16B by the one-way clutch 32.

[0043] As shown in FIG. 3 , the control device 60 includes a first control unit 62 configured to control the drag adjuster 40 to increase the drag of the crank 20 in accordance with the traveling state of the human-powered vehicle 10 while the crank 20 is rotating in a predetermined rotational direction. The first control unit 62 includes a first arithmetic processing device that executes a predetermined control program. The first arithmetic processing device includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The first control unit 62 may include one or more microcomputers. The control device 60 further includes a memory unit 64. The memory unit 64 stores various control programs and information used in various control processes. The memory unit 64 includes, for example, a non-volatile memory and a volatile memory. In one example, the control device 60 is provided in the housing 42B of the drive unit 42 that houses the electric motor 42A.

[0044] The running state of the human-powered vehicle 10 includes at least one of the rotational speed RC of the crank 20, the human-powered driving force HP, and the rotational speed RW of the wheels 16 of the human-powered vehicle 10. The running state of the human-powered vehicle 10 includes the rotational speed RC of the crank 20, the human-powered driving force HP, the rotational speed RW of the wheels 16 of the human-powered vehicle 10, or any combination of the rotational speed RC of the crank 20, the human-powered driving force HP, and the rotational speed RW of the wheels 16 of the human-powered vehicle 10. The rotational speed RC of the crank 20 is synonymous with cadence. The human-powered driving force HP is represented by at least one of the rotational torque applied to the crank 20 and the power, which is the product of the rotational torque of the crank 20 and the rotational speed RC of the crank 20. The rotational speed RW of the wheels 16 includes the rotational speed of the driven wheels 16A or the driving wheels 16B.

[0045] The first control unit 62 controls the drag adjustment unit 40 in accordance with the traveling state of the human-powered vehicle 10, for example, when the rotation speed RC of the crank 20 is equal to or less than a predetermined value. The rotation speed RC of the crank 20 may be the average of rotation speeds RC of the crank 20 detected multiple times in succession. The predetermined value is set in advance. The predetermined value preferably includes the rotation speed RC of the crank 20 when a rider on the human-powered vehicle 10 is not substantially pedaling the pedals 22. The predetermined value is preferably within a range of 30 rpm or less.

[0046] The first control unit 62 is configured to control the drag adjustment unit 40 so as to increase the drag of the crank 20 when the change amount ΔRC in the rotational speed RC of the crank 20 is equal to or greater than a first value VA1 and the manual driving force HP is less than a second value VA2. The first value VA1 is set in advance. The first value VA1 includes, for example, the change amount ΔRC when the rotational speed RC of the crank 20 increases suddenly. The first value VA1 includes, for example, the value of the change amount ΔRC when the crank 20 may be spinning freely. The first value VA1 is preferably within the range of 100 rpm to 2000 rpm inclusive. The second value VA2 is set in advance. The second value VA2 includes, for example, the value of the manual driving force HP when the crank 20 may be spinning freely. The second value VA2 includes, for example, a value in the range of 0 watts to less than 5 watts, preferably 0 watts to less than 1 watt. The second value VA2 is equal to or less than a seventh value VA7, which will be described later. If the change ΔRC in the rotational speed RC of the crank 20 is equal to or greater than the first value VA1 and the manual driving force HP is less than the second value VA2, the resistance of the crank 20 to the manual driving force HP is small and the crank 20 may be spinning freely.

[0047] The first control unit 62 calculates the target drag force DG, for example, when the change amount ΔRC in the rotational speed RC of the crank 20 is equal to or greater than a first value VA1 and the human-powered driving force HP is less than a second value VA2. In one example, the first control unit 62 calculates the target drag force DG based on the traveling state of the human-powered vehicle 10. The target drag force DG is, for example, a drag force of the crank 20 that causes a rider of the human-powered vehicle 10 to feel a load when pedaling. The first control unit 62 controls the drag force adjustment unit 40 in accordance with the target drag force DG. Specifically, the first control unit 62 controls the drag force adjustment unit 40 so that the drag force of the crank 20 becomes the target drag force DG. The first control unit 62 may also appropriately control the drag force adjustment unit 40 in accordance with the traveling state of the human-powered vehicle 10 without calculating the target drag force DG.

[0048] The drag adjustment unit 40 includes at least one of a first drag adjustment unit 40A and a second drag adjustment unit 40B. The drag adjustment unit 40 may include only the first drag adjustment unit 40A, only the second drag adjustment unit 40B, or both the first drag adjustment unit 40A and the second drag adjustment unit 40B. The first drag adjustment unit 40A includes an electric motor 42A connected to the crank 20. The electric motor 42A is configured to generate rotational torque by regenerative braking. The first control unit 62 is configured to adjust the drag of the crank 20 by causing the electric motor 42A to generate rotational torque.

[0049] The electric motor 42A is configured to assist the propulsive force of the human-powered vehicle 10. The first control unit 62 is configured to control the electric motor 42A in accordance with the human-powered driving force HP. The first control unit 62 is configured to control the electric motor 42A to assist the propulsive force of the human-powered vehicle 10 when the human-powered driving force HP is equal to or greater than a sixth value VA6. The first control unit 62 is configured to control the electric motor 42A not to assist the propulsive force of the human-powered vehicle 10 when the human-powered driving force HP is less than a seventh value VA7. The sixth value VA6 is set in advance. The seventh value VA7 is set in advance. The sixth value VA6 and the seventh value VA7 are set in advance based on, for example, the Road Traffic Act. In one example, the sixth value VA6 is the same as the seventh value VA7. The first drag adjustment unit 40A may include an electric motor other than the electric motor 42A configured to assist the propulsive force of the human-powered vehicle 10.

[0050] The second drag force adjustment unit 40B includes a braking device 44 configured to brake the wheels 16 of the human-powered vehicle 10. In one example, the second drag force adjustment unit 40B includes at least one of a braking device 44 corresponding to the front wheels and a braking device 44 corresponding to the rear wheels. The second drag force adjustment unit 40B may include only a braking device 44 corresponding to the front wheels, only a braking device 44 corresponding to the rear wheels, or both a braking device 44 corresponding to the front wheels and a braking device 44 corresponding to the rear wheels. The first control unit 62 is configured to adjust the drag of the crank 20 by causing the braking device 44 to brake the wheels 16. In one example, the wheels 16 braked by the braking device 44 as the second drag force adjustment unit 40B include the drive wheels 16B. In this case, the braking device 44 corresponding to the drive wheels 16B is included in the second drag force adjustment unit 40B. The braking device 44 included in the second drag adjustment unit 40B is configured to brake the drive wheel 16B. The first control unit 62 adjusts the drag of the crank 20 by causing the braking device 44 to brake the drive wheel 16B.

[0051] The first control unit 62 controls at least one of the first resistance adjustment unit 40A and the second resistance adjustment unit 40B depending on the traveling state of the human-powered vehicle 10. The first control unit 62 may control only the first resistance adjustment unit 40A, only the second resistance adjustment unit 40B, or both the first resistance adjustment unit 40A and the second resistance adjustment unit 40B depending on the traveling state of the human-powered vehicle 10. When both the first resistance adjustment unit 40A and the second resistance adjustment unit 40B are included in the resistance adjustment unit 40, the first control unit 62 controls the first resistance adjustment unit 40A and the second resistance adjustment unit 40B at a preset ratio. Information regarding the preset ratio is configurably stored in, for example, the memory unit 64. The information regarding the preset ratio stored in the memory unit 64 may be changed by at least one of an operating device mounted on the human-powered vehicle 10 and an external device. The preset ratio may be changed depending on the running state of the human-powered vehicle 10, and if the running speed of the human-powered vehicle 10 is equal to or higher than a predetermined running speed, the ratio of the second resistance adjustment unit 40B may be greater than the ratio of the first resistance adjustment unit 40A.

[0052] The control device 60 further includes a second control unit 66 configured to control the transmission 34 in response to at least one of the rotational speed RC of the crank 20, the traveling speed of the human-powered vehicle 10, the traveling resistance of the human-powered vehicle 10, the human-powered driving force HP, and the tilt state of the human-powered vehicle 10. The second control unit 66 may be configured to control the transmission 34 in response to only the rotational speed RC of the crank 20, only the traveling speed of the human-powered vehicle 10, only the traveling resistance of the human-powered vehicle 10, only the human-powered driving force HP, or only the tilt state of the human-powered vehicle 10, or any combination of the rotational speed RC of the crank 20, the traveling speed of the human-powered vehicle 10, the traveling resistance of the human-powered vehicle 10, the human-powered driving force HP, and the tilt state of the human-powered vehicle 10. The second control unit 66 includes a second arithmetic processing unit that executes a predetermined control program. The second arithmetic processing unit includes, for example, a CPU or an MPU. The second control unit 66 may include one or more microcomputers. The first arithmetic processing device of the first control unit 62 and the second arithmetic processing device of the second control unit 66 may be the same arithmetic processing device.

[0053] The running resistance of the human-powered vehicle 10 is calculated based on, for example, the torque of the human-powered driving force HP, the rotational speed RC of the crank 20, the running speed, and the transmission efficiency of the drivetrain of the human-powered vehicle 10. The tilt state of the human-powered vehicle 10 includes, for example, at least one of the roll angle of the human-powered vehicle 10, the pitch angle of the human-powered vehicle 10, and the yaw angle of the human-powered vehicle 10. The tilt state of the human-powered vehicle 10 preferably includes at least one of the roll angle of the human-powered vehicle 10 and the pitch angle of the human-powered vehicle 10. The tilt state of the human-powered vehicle 10 may include only the roll angle of the human-powered vehicle 10, only the pitch angle of the human-powered vehicle 10, or both the roll angle and the pitch angle of the human-powered vehicle 10. The roll angle of the human-powered vehicle 10 defines the left-right inclination of the human-powered vehicle 10 with respect to a vertical plane. The pitch angle of the human-powered vehicle 10 defines the inclination of the human-powered vehicle 10 in the fore-and-aft direction relative to the horizontal plane. The yaw angle of the human-powered vehicle 10 defines the rotation of the human-powered vehicle 10 around a vertical axis.

[0054] The second control unit 66 is configured, for example, to automatically control the transmission 34 mounted on the human-powered vehicle 10 in accordance with the gear shifting conditions. The second control unit 66 may be configured, for example, to operate in an automatic gear shifting mode and a non-automatic gear shifting mode. In this case, when operating in the automatic gear shifting mode, the second control unit 66 is configured to automatically control the transmission 34 mounted on the human-powered vehicle 10 in accordance with the gear shifting conditions. The gear shifting conditions are defined based on a reference value and a threshold value TH. The reference value includes, for example, at least one of the rotation speed RC of the crank 20, the traveling speed of the human-powered vehicle 10, the traveling resistance of the human-powered vehicle 10, the human-powered driving force HP, and the tilt state of the human-powered vehicle 10. The reference value may include only the rotational speed RC of the crank 20, only the running speed of the human-powered vehicle 10, only the running resistance of the human-powered vehicle 10, only the human-powered driving force HP, only the tilt state of the human-powered vehicle 10, or any combination of the rotational speed RC of the crank 20, the running speed of the human-powered vehicle 10, the running resistance of the human-powered vehicle 10, the human-powered driving force HP, and the tilt state of the human-powered vehicle 10. In this embodiment, the reference value includes the rotational speed RC of the crank 20. The rotational speed RC of the crank 20 includes an estimated cadence EC. The estimated cadence EC is calculated based on, for example, the relationship between the rotational speed RW of the wheels 16 and the gear ratio GR of the human-powered vehicle 10. In one example, the estimated cadence EC is calculated based on the following equation [1]:

[0055]

number

[0056] The threshold values ​​TH include a first threshold value TH1 and a second threshold value TH2. The second control unit 66 controls the transmission 34 to increase the gear ratio GR according to the relationship between the reference value and the first threshold value TH1, and controls the transmission 34 to decrease the gear ratio GR according to the relationship between the reference value and the second threshold value TH2. In one example, the first threshold value TH1 is greater than the second threshold value TH2. In one example, the second control unit 66 controls the transmission 34 to increase the gear ratio GR when the reference value is equal to or greater than the first threshold value TH1, and controls the transmission 34 to decrease the gear ratio GR when the reference value is less than the second threshold value TH2. In this embodiment, the second control unit 66 controls the transmission 34 so that the estimated cadence EC is within the range of 60 rpm to 70 rpm. In this case, the first threshold value TH1 corresponds to 70 rpm, and the second threshold value TH2 corresponds to 60 rpm.

[0057] The second control unit 66 preferably performs gear shifting by the transmission 34 while the first control unit 62 is controlling the drag adjustment unit 40 so as to increase the drag on the crank 20. The first control unit 62 controls the drag adjustment unit 40 so as to increase the drag on the crank 20 while the second control unit 66 automatically controls the transmission 34 until an appropriate gear ratio GR is reached according to the gear shifting conditions. The first control unit 62 preferably controls the drag adjustment unit 40 so as to decrease the drag on the crank 20 generated by the drag adjustment unit 40 after the second control unit 66 has completed gear shifting by the transmission 34. The first control unit 62 determines that gear shifting by the transmission 34 has been completed, for example, when the estimated cadence EC is less than or equal to the first threshold value TH1 and greater than or equal to the second threshold value TH2. After the second control unit 66 has completed the gear shift by the transmission 34, the first control unit 62 may preferably control the resistance adjustment unit 40 so that the resistance on the crank 20 generated by the resistance adjustment unit 40 gradually decreases, or may control the resistance adjustment unit 40 so that the resistance on the crank 20 generated by the resistance adjustment unit 40 immediately becomes zero.

[0058] The human-powered vehicle 10 further includes a detection device 70 that detects various types of information. The detection device 70 includes at least one of a first detection unit 70A, a second detection unit 70B, a third detection unit 70C, a fourth detection unit 70D, and a fifth detection unit 70E. The detection device 70 outputs the detected various types of information to the control device 60, for example. The detection device 70 may include any combination of the first detection unit 70A, the second detection unit 70B, the third detection unit 70C, the fourth detection unit 70D, and the fifth detection unit 70E, or the first detection unit 70A, the second detection unit 70B, the third detection unit 70C, the fourth detection unit 70D, and the fifth detection unit 70E.

[0059] The first detection unit 70A is configured to detect information related to the rotation speed RC of the crank 20. The first detection unit 70A includes, for example, a magnetic sensor provided in the drive unit 42. The magnetic sensor is configured to detect magnetism of a magnet provided in the crankshaft 20A or a member that rotates in conjunction with the rotation of the crankshaft 20A.

[0060] The second detection unit 70B is configured to detect information related to the manual driving force HP. The second detection unit 70B includes, for example, a torque sensor that detects the rotational torque of the crank 20. In one example, the second detection unit 70B is provided on at least one of the crank shaft 20A, the crank arm 20B, or the pedal 22. The power representing the manual driving force HP is calculated based on, for example, the relationship between the detection results of the first detection unit 70A and the second detection unit 70B.

[0061] The third detection unit 70C is configured to detect information related to the rotation speed RW of the wheels 16. The third detection unit 70C includes, for example, at least one of a magnetic sensor that detects a magnet provided in the spokes 16D of the driven wheels 16A and a magnetic sensor that detects a magnet provided in the spokes 16D of the driving wheels 16B. In one example, the third detection unit 70C is provided on at least one of the frame 12 and the front fork 14. The traveling speed of the human-powered vehicle 10 is calculated based on, for example, the relationship between the detection result of the third detection unit 70C and the circumference of the wheels 16.

[0062] The fourth detector 70D is configured to detect information related to the tilt state of the human-powered vehicle 10. The fourth detector 70D includes a motion sensor whose output changes depending on the attitude of the human-powered vehicle 10. The motion sensor includes at least one of a gyro sensor, an acceleration sensor, and a tilt sensor, for example. In one example, the fourth detector 70D is provided on the frame 12 or the drive unit 42 of the human-powered vehicle 10.

[0063] The fifth detection unit 70E is configured to detect information related to the gear shifting state of the transmission 34. The fifth detection unit 70E includes, for example, various sensors that output signals corresponding to the gear shifting state of the transmission 34. The information related to the gear shifting state of the transmission 34 includes, for example, at least one of information related to the operation of components that make up the transmission 34 and information related to the gear shifting stages of the transmission 34. In one example, the fifth detection unit 70E is provided in the transmission 34. The estimated cadence EC is calculated based on, for example, the detection results of the third detection unit 70C and the detection results of the fifth detection unit 70E.

[0064] An example of the control executed by the second control unit 66 will be described with reference to FIG. The second control unit 66 controls the gearbox 34 in accordance with, for example, the estimated cadence EC. When power is supplied to the second control unit 66, the second control unit 66 starts the processing of the flowchart of FIG. 4. When the processing of the flowchart of FIG. 4 ends and a predetermined period has elapsed, the second control unit 66 starts the processing of the flowchart of FIG. 4 again until the supply of power to the second control unit 66 is stopped. When the second control unit 66 operates in an automatic shifting mode and a non-automatic shifting mode, the second control unit 66 may start the processing of the flowchart of FIG. 4 when the mode is changed from the non-automatic shifting mode to the automatic shifting mode. In this case, when the processing of the flowchart of FIG. 4 ends and a predetermined period has elapsed, the second control unit 66 starts the processing of the flowchart of FIG. 4 again until the supply of power to the second control unit 66 is stopped or the mode is changed to the non-automatic shifting mode.

[0065] In step S11, the second control unit 66 determines whether the estimated cadence EC is greater than or equal to the first threshold value TH1. If the second control unit 66 determines in step S11 that the estimated cadence EC is greater than or equal to the first threshold value TH1, the process proceeds to step S12. In step S12, the second control unit 66 determines whether the current gear ratio GR of the human-powered vehicle 10 is the maximum gear ratio. If the second control unit 66 determines in step S12 that the current gear ratio GR of the human-powered vehicle 10 is the maximum gear ratio, the process proceeds to step S11. If the second control unit 66 determines in step S12 that the current gear ratio GR of the human-powered vehicle 10 is not the maximum gear ratio, the process proceeds to step S13. In step S13, the second control unit 66 controls the transmission 34 so that the gear ratio GR of the human-powered vehicle 10 becomes larger.

[0066] If the second control unit 66 determines in step S11 that the estimated cadence EC is less than the first threshold value TH1, the process proceeds to step S14. In step S14, the second control unit 66 determines whether the estimated cadence EC is less than the second threshold value TH2. If the second control unit 66 determines in step S14 that the estimated cadence EC is equal to or greater than the second threshold value TH2, the process proceeds to step S11. If the second control unit 66 determines in step S14 that the estimated cadence EC is less than the second threshold value TH2, the process proceeds to step S15.

[0067] In step S15, the second control unit 66 determines whether the current gear ratio GR of the human-powered vehicle 10 is the minimum gear ratio. If the second control unit 66 determines in step S15 that the current gear ratio GR of the human-powered vehicle 10 is the minimum gear ratio, the process proceeds to step S11. If the second control unit 66 determines in step S15 that the current gear ratio GR of the human-powered vehicle 10 is not the minimum gear ratio, the process proceeds to step S16. In step S16, the second control unit 66 controls the transmission 34 so that the gear ratio GR of the human-powered vehicle 10 becomes smaller. If step S13 or step S16 is completed, the flowchart shown in FIG. 4 is terminated.

[0068] An example of control executed by the first control unit 62 will be described with reference to FIG. The first control unit 62 controls the drag adjuster 40 in accordance with, for example, the traveling state of the human-powered vehicle 10. In one example, the control of the first control unit 62 and the control of the second control unit 66 are executed in parallel. When power is supplied to the first control unit 62, or when the human-powered vehicle 10 starts traveling after power is supplied to the first control unit 62, the first control unit 62 starts the processing of the flowchart in FIG. 5. When the processing of the flowchart in FIG. 5 ends and a predetermined period has elapsed, the first control unit 62 starts the processing of the flowchart in FIG. 5 again until the supply of power to the first control unit 62 is stopped. When the second control unit 66 operates in an automatic shifting mode and a non-automatic shifting mode, the first control unit 62 may start the processing of the flowchart in FIG. 5 when the mode is changed from the non-automatic shifting mode to the automatic shifting mode. In this case, once the processing of the flowchart in FIG. 5 is completed and a predetermined period has elapsed, the first control unit 62 starts the processing of the flowchart in FIG. 5 again until the supply of power to the first control unit 62 is stopped, the human-powered vehicle 10 stops traveling, or the second control unit 66 is switched to the non-automatic shifting mode.

[0069] In step S21, the first control unit 62 determines whether the rotation speed RC of the crank 20 is equal to or less than a predetermined value. If the first control unit 62 determines in step S21 that the rotation speed RC of the crank 20 is greater than the predetermined value, the first control unit 62 repeats the processing of step S21. If the first control unit 62 determines in step S21 that the rotation speed RC of the crank 20 is equal to or less than the predetermined value, the first control unit 62 proceeds to step S22.

[0070] In step S22, the first control unit 62 determines whether the amount of change ΔRC in the rotational speed RC of the crank 20 is equal to or greater than a first value VA1. If the first control unit 62 determines in step S22 that the amount of change ΔRC in the rotational speed RC of the crank 20 is less than the first value VA1, the process proceeds to step S21. If the first control unit 62 determines in step S22 that the amount of change ΔRC in the rotational speed RC of the crank 20 is equal to or greater than the first value VA1, the process proceeds to step S23.

[0071] In step S23, the first control unit 62 determines whether the manual driving force HP is less than the second value VA2. If the first control unit 62 determines in step S23 that the manual driving force HP is equal to or greater than the second value VA2, the process proceeds to step S21. If the first control unit 62 determines in step S23 that the manual driving force HP is less than the second value VA2, the process proceeds to step S24. The order of the processes in steps S21 to S23 may be changed. In step S24, the first control unit 62 calculates a target drag force DG based on the traveling state of the human-powered vehicle 10, and then proceeds to step S25. In step S25, the first control unit 62 controls the drag force adjuster 40 so that the drag force of the crank 20 increases in accordance with the target drag force DG, and then proceeds to step S26.

[0072] In step S26, the first control unit 62 determines whether the estimated cadence EC is less than the first threshold value TH1. If the estimated cadence EC is less than the first threshold value TH1, it is assumed that the gear shifting performed by the transmission 34 by the second control unit 66 has been completed. If the first control unit 62 determines in step S26 that the estimated cadence EC is equal to or greater than the first threshold value TH1, it repeats the processing of step S26. If the first control unit 62 determines in step S26 that the estimated cadence EC is less than the first threshold value TH1, it proceeds to step S27. In step S27, the first control unit 62 controls the drag adjuster 40 to reduce the drag of the crank 20, and then ends the flowchart shown in FIG. 5. The processing of step S21, step S23, or both step S21 and step S23 may be omitted.

[0073] In a human-powered vehicle 10 equipped with the control device 60 of the first embodiment, the resistance adjustment unit 40 is controlled so that the resistance of the crank 20 increases when there is a possibility that the crank 20 is spinning freely, so that the crank 20 can be prevented from continuing to spin freely at high speed even when the rider presses hard on the pedal 22.

[0074] (Second embodiment) A control device 60 of the second embodiment will be described with reference to Fig. 6. The control device 60 of the second embodiment is similar to the control device 60 of the first embodiment except for the control performed by the first control unit 62. Therefore, the same reference numerals as in the first embodiment are used for the configurations common to the first embodiment, and redundant explanations will be omitted.

[0075] The first control unit 62 controls the drag adjustment unit 40 to increase the drag of the crank 20 in accordance with the traveling state of the human-powered vehicle 10, and then reduces the target drag DG in accordance with the human-powered driving force HP. In one example, the first control unit 62 gradually reduces the target drag DG in accordance with the human-powered driving force HP. For example, the first control unit 62 sets the target drag DG to zero when the human-powered driving force HP is transmitted to the driving wheels 16B. When the crank 20 changes from a state in which it is spinning to a state in which it is not spinning, the human-powered driving force HP detected by the second detection unit 70B increases. Therefore, the first control unit 62 can determine the state in which the human-powered driving force HP is transmitted to the driving wheels 16B in accordance with the human-powered driving force HP detected by the second detection unit 70B. In one example, the first control unit 62 brings the target drag force DG closer to 0 as the difference between the estimated rotational speed of the drive wheel 16B, which is estimated based on the rotational speed RC of the crank 20 and the gear ratio GR of the human-powered vehicle 10, and the rotational speed of the drive wheel 16B detected by the third detection unit 70C, becomes smaller.

[0076] The first control unit 62 controls the drag adjustment unit 40 so that the drag of the crank 20 decreases according to the target drag DG by gradually reducing the target drag DG according to the manual driving force HP. For example, when the target drag DG becomes zero, the first control unit 62 controls the drag adjustment unit 40 so that the drag of the crank 20 generated by the drag adjustment unit 40 becomes zero.

[0077] An example of control executed by the first control unit 62 will be described with reference to FIG. The first control unit 62 controls the drag adjuster 40 in accordance with, for example, the traveling state of the human-powered vehicle 10. In one example, the control of the first control unit 62 and the control of the second control unit 66 are executed in parallel. In the flowchart of FIG. 6, steps S26 and S27 in the flowchart of FIG. 5 are replaced with steps S36 to S38, so only the processing that differs from the flowchart of FIG. 5 will be described. The start conditions of the flowchart of FIG. 6 are the same as the start conditions of the flowchart of FIG. 5.

[0078] When step S25 is completed, the first control unit 62 proceeds to step S36. In step S36, the first control unit 62 reduces the target drag DG in accordance with the manual driving force HP, and proceeds to step S37. In step S37, the first control unit 62 controls the drag adjuster 40 so that the drag of the crank 20 is reduced in accordance with the target drag DG, and proceeds to step S38. In step S38, the first control unit 62 determines whether the target drag DG is 0 or not. If the first control unit 62 determines in step S38 that the target drag DG is not 0, it proceeds to step S36. If the first control unit 62 determines in step S38 that the target drag DG is 0, it terminates the processing of the flowchart in FIG. 6. The first control unit 62 may execute the processing of step S26 shown in FIG. 5 between steps S25 and S36.

[0079] (Third embodiment) A control device 60 of the third embodiment will be described with reference to Fig. 7. The control device 60 of the third embodiment is similar to the control device 60 of the first embodiment except for the control performed by the first control unit 62. Therefore, the same reference numerals as in the first embodiment are used for the configurations common to the first embodiment, and redundant explanations will be omitted.

[0080] The first control unit 62 controls the drag adjustment unit 40 to increase the drag of the crank 20 in accordance with the traveling state of the human-powered vehicle 10, and then reduces the target drag DG in accordance with the elapsed time thereafter. In one example, the first control unit 62 gradually reduces the target drag DG in accordance with the elapsed time. For example, the first control unit 62 sets the target drag DG to zero when the elapsed time reaches a predetermined time. The predetermined time is set in advance based on, for example, the elapsed time when the gear change by the transmission 34 executed by the second control unit 66 is expected to be completed. The control device 60 further includes at least a clock or a timer.

[0081] The first control unit 62 gradually reduces the target drag force DG in accordance with the elapsed time, and controls the drag adjuster 40 so that the drag of the crank 20 decreases in accordance with the target drag force DG. For example, when the target drag force DG becomes zero, the first control unit 62 controls the drag adjuster 40 so that the drag of the crank 20 generated by the drag adjuster 40 becomes zero.

[0082] An example of control executed by the first control unit 62 will be described with reference to FIG. The first control unit 62 controls the drag adjuster 40 in accordance with, for example, the traveling state of the human-powered vehicle 10. In one example, the control of the first control unit 62 and the control of the second control unit 66 are executed in parallel. In the flowchart of FIG. 7, steps S26 and S27 in the flowchart of FIG. 5 are replaced with steps S46 to S48, so only the processing that differs from the flowchart of FIG. 5 will be described. The start conditions of the flowchart of FIG. 7 are the same as the start conditions of the flowchart of FIG. 5.

[0083] When step S25 is completed, the first control unit 62 proceeds to step S46. In step S46, the first control unit 62 reduces the target drag DG in accordance with the elapsed time since the end of the processing of step S25. In step S47, the first control unit 62 controls the drag adjuster 40 so that the drag of the crank 20 is reduced in accordance with the target drag DG. In step S48, the first control unit 62 determines whether the elapsed time has reached a predetermined time. If the first control unit 62 determines in step S48 that the elapsed time has not reached the predetermined time, the first control unit 62 proceeds to step S46. If the first control unit 62 determines in step S48 that the elapsed time has reached the predetermined time, the first control unit 62 ends the processing of the flowchart of FIG. 7. The first control unit 62 may execute the processing of step S26 shown in FIG. 5 between steps S25 and S46.

[0084] (Fourth embodiment) A control device 60 of the fourth embodiment will be described with reference to Fig. 8. The control device 60 of the fourth embodiment is similar to the control device 60 of the first embodiment except for the control performed by the first control unit 62. Therefore, the same reference numerals as in the first embodiment are used for the configurations common to the first embodiment, and redundant explanations will be omitted.

[0085] The first control unit 62 controls the drag adjuster 40 to increase the drag of the crank 20 in accordance with the traveling state of the human-powered vehicle 10, and then reduces the target drag DG in accordance with the gear position of the transmission 34. In one example, the first control unit 62 gradually reduces the target drag DG in accordance with the gear position of the transmission 34. Specifically, the first control unit 62 reduces the target drag DG each time the second control unit 66 changes the gear position of the transmission 34. The first control unit 62 reduces the target drag DG each time the second control unit 66 controls the transmission 34 to increase the gear ratio GR of the human-powered vehicle 10. For example, the first control unit 62 sets the target drag DG to zero when the gear position of the transmission 34 reaches the target gear position. The target gear position is determined, for example, based on the relationship between the estimated cadence EC and the current gear ratio GR of the human-powered vehicle 10. When the gear position of the transmission 34 reaches the target gear position, it is assumed that the gear change by the transmission 34 executed by the second control unit 66 has been completed.

[0086] The first control unit 62 controls the drag adjustment unit 40 so that the drag of the crank 20 decreases in accordance with the target drag DG while gradually decreasing the target drag DG in accordance with the gear position of the transmission 34. For example, when the target drag DG becomes zero, the first control unit 62 controls the drag adjustment unit 40 so that the drag of the crank 20 generated by the drag adjustment unit 40 becomes zero.

[0087] An example of control executed by the first control unit 62 will be described with reference to FIG. The first control unit 62 controls the drag adjuster 40 in accordance with, for example, the traveling state of the human-powered vehicle 10. In one example, the control of the first control unit 62 and the control of the second control unit 66 are executed in parallel. In the flowchart of FIG. 8, steps S26 and S27 in the flowchart of FIG. 5 are replaced with steps S56 to S58, so only the processing that differs from the flowchart of FIG. 5 will be described. The start conditions of the flowchart of FIG. 8 are the same as the start conditions of the flowchart of FIG. 5.

[0088] When step S25 is completed, the first control unit 62 proceeds to step S56. In step S56, the first control unit 62 reduces the target drag DG in accordance with the gear position of the transmission 34, and proceeds to step S57. In step S57, the first control unit 62 controls the drag adjuster 40 so that the drag of the crank 20 is reduced in accordance with the target drag DG, and proceeds to step S58. In step S58, the first control unit 62 determines whether the gear position of the transmission 34 has reached the target gear position. If the first control unit 62 determines in step S58 that the gear position of the transmission 34 has not reached the target gear position, it proceeds to step S56. If the first control unit 62 determines in step S58 that the gear position of the transmission 34 has reached the target gear position, it terminates the processing of the flowchart in FIG. 8. The first control unit 62 may execute the process of step S26 shown in FIG. 5 between step S25 and step S56.

[0089] (Fifth embodiment) A control device 60 of the fifth embodiment will be described with reference to Fig. 9. The control device 60 of the fifth embodiment is similar to the control device 60 of the first embodiment except for the control performed by the first control unit 62. Therefore, the same reference numerals as in the first embodiment are used for the configurations common to the first embodiment, and redundant explanations will be omitted.

[0090] The first control unit 62 is configured to control the drag adjustment unit 40 to increase the drag of the crank 20 when the rotational speed RC of the crank 20 and the rotational speed RW of the wheel 16 do not satisfy a predetermined relationship. The first control unit 62 determines that the predetermined relationship is satisfied, for example, when the estimated rotational speed of the drive wheels 16B, estimated based on the rotational speed RC of the crank 20 and the gear ratio GR of the human-powered vehicle 10, is substantially equal to the actual rotational speed of the drive wheels 16B. The first control unit 62 determines that the predetermined relationship is not satisfied, for example, when the estimated rotational speed of the drive wheels 16B is lower than the actual rotational speed of the drive wheels 16B. When the rotational speed RC of the crank 20 and the rotational speed RW of the wheel 16 do not satisfy the predetermined relationship, the drag of the crank 20 against the human-powered driving force HP is small, and the crank 20 may spin freely. For example, when the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 do not satisfy a predetermined relationship, the first control unit 62 calculates a target drag force DG and controls the drag adjuster 40 in accordance with the target drag force DG.

[0091] An example of control executed by the first control unit 62 will be described with reference to FIG. The first control unit 62 controls the drag adjuster 40 in accordance with, for example, the traveling state of the human-powered vehicle 10. In one example, the control of the first control unit 62 and the control of the second control unit 66 are executed in parallel. In the flowchart of FIG. 9, steps S21 to S23 in the flowchart of FIG. 5 are replaced with step S61, so only the processing that differs from the flowchart of FIG. 5 will be described. The start conditions of the flowchart of FIG. 9 are the same as the start conditions of the flowchart of FIG. 5.

[0092] In step S61, the first control unit 62 determines whether or not the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 satisfy a predetermined relationship. If the first control unit 62 determines in step S61 that the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 satisfy the predetermined relationship, the first control unit 62 repeats the processing of step S61. If the first control unit 62 determines in step S61 that the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 do not satisfy the predetermined relationship, the first control unit 62 proceeds to step S24.

[0093] 9, the first control unit 62 may determine whether or not a predetermined relationship is satisfied between the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16. In this case, if the first control unit 62 determines that the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 satisfy the predetermined relationship, the process proceeds to step S27.

[0094] (Sixth embodiment) A control device 60 of the sixth embodiment will be described with reference to Fig. 10. The control device 60 of the sixth embodiment is similar to the control device 60 of the first embodiment except for the control performed by the first control unit 62. Therefore, the same reference numerals as in the first embodiment are used for the configurations common to the first embodiment, and redundant explanations will be omitted.

[0095] The first control unit 62 is configured to control the drag adjustment unit 40 to increase the drag of the crank 20 when the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 do not satisfy the predetermined relationship and the manual driving force HP is less than a third value VA3. The first control unit 62 determines that the predetermined relationship is satisfied, for example, when the estimated rotation speed of the drive wheels 16B, estimated based on the rotation speed RC of the crank 20 and the gear ratio GR of the human-powered vehicle 10, is substantially equal to the actual rotation speed of the drive wheels 16B. The first control unit 62 determines that the predetermined relationship is not satisfied, for example, when the estimated rotation speed of the drive wheels 16B is lower than the actual rotation speed of the drive wheels 16B. The third value VA3 is set in advance. The third value VA3 includes, for example, the value of the manual driving force HP when there is a possibility that the crank 20 is spinning. The third value VA3 includes, for example, a value in the range of 0 watts or more and less than 5 watts, preferably 0 watts or more and less than 1 watt. The third value VA3 is equal to or less than the seventh value VA7. The third value VA3 may be the same as or different from the second value VA2. If the rotation speed RC of the crank 20 and the rotation speed RW of the wheels 16 do not satisfy a predetermined relationship and the manual driving force HP is less than the third value VA3, the resistance of the crank 20 to the manual driving force HP is small, and the crank 20 may be spinning freely. For example, if the rotation speed RC of the crank 20 and the rotation speed RW of the wheels 16 do not satisfy the predetermined relationship and the manual driving force HP is less than the third value VA3, the first control unit 62 calculates the target resistance DG and controls the resistance adjustment unit 40 in accordance with the target resistance DG.

[0096] An example of control executed by the first control unit 62 will be described with reference to FIG. The first control unit 62 controls the drag adjuster 40 in accordance with, for example, the traveling state of the human-powered vehicle 10. In one example, the control of the first control unit 62 and the control of the second control unit 66 are executed in parallel. In the flowchart of FIG. 10, step S72 is added between steps S61 and S24 in the flowchart of FIG. 9, so only the processing that differs from the flowchart of FIG. 9 will be described. The start conditions of the flowchart of FIG. 10 are the same as the start conditions of the flowchart of FIG. 5.

[0097] If the determination in step S61 is YES, the first control unit 62 proceeds to step S72. In step S72, the first control unit 62 determines whether the manual driving force HP is less than the third value VA3. If the first control unit 62 determines in step S72 that the manual driving force HP is equal to or greater than the third value VA3, the first control unit 62 proceeds to step S61. If the first control unit 62 determines in step S72 that the manual driving force HP is less than the third value VA3, the first control unit 62 proceeds to step S24.

[0098] (Seventh embodiment) A control device 60 of the seventh embodiment will be described with reference to Fig. 11. The control device 60 of the seventh embodiment is similar to the control device 60 of the first embodiment except for the control performed by the first control unit 62. Therefore, the same reference numerals as in the first embodiment are used for the configurations common to the first embodiment, and redundant explanations will be omitted.

[0099] The first control unit 62 is configured to control the drag adjustment unit 40 so as to increase the drag of the crank 20 when the rotational speed RC of the crank 20 is equal to or greater than the fourth value VA4 and the manual driving force HP is less than the fifth value VA5. The fourth value VA4 is preset. The fourth value VA4 is preset, for example, based on the rotational speed RC of the crank 20 in a state in which the crank 20 may be spinning freely. The fourth value VA4 is preferably within the range of 150 rpm to 200 rpm. The fifth value VA5 is preset. The fifth value VA5 includes, for example, the value of the manual driving force HP in a state in which the crank 20 may be spinning freely. The fifth value VA5 includes, for example, a value in the range of 0 watts to less than 5 watts, preferably a value in the range of 0 watts to less than 1 watt. The fifth value VA5 is equal to or less than the seventh value VA7. The fifth value VA5 may be the same as at least one of the second value VA2 and the third value VA3, or may be a value different from at least one of the second value VA2 and the third value VA3. When the rotation speed RC of the crank 20 is equal to or greater than the fourth value VA4 and the manual driving force HP is less than the fifth value VA5, the resistance of the crank 20 to the manual driving force HP is small, and the crank 20 may be spinning freely. For example, when the rotation speed RC of the crank 20 is equal to or greater than the fourth value VA4 and the manual driving force HP is less than the fifth value VA5, the first control unit 62 calculates the target resistance DG and controls the resistance adjustment unit 40 in accordance with the target resistance DG.

[0100] An example of control executed by the first control unit 62 will be described with reference to FIG. The first control unit 62 controls the drag adjuster 40 in accordance with, for example, the traveling state of the human-powered vehicle 10. In one example, the control of the first control unit 62 and the control of the second control unit 66 are executed in parallel. In the flowchart of FIG. 11, steps S21 to S23 in the flowchart of FIG. 5 are replaced with steps S81 and S82, so only the processing that differs from the flowchart of FIG. 5 will be described. The start conditions of the flowchart of FIG. 11 are the same as the start conditions of the flowchart of FIG. 5.

[0101] In step S81, the first control unit 62 determines whether the rotation speed RC of the crank 20 is equal to or greater than a fourth value VA4. If the first control unit 62 determines in step S81 that the rotation speed RC of the crank 20 is less than the fourth value VA4, the first control unit 62 repeats the processing of step S81. If the first control unit 62 determines in step S81 that the rotation speed RC of the crank 20 is equal to or greater than the fourth value VA4, the first control unit 62 proceeds to step S82.

[0102] In step S82, the first control unit 62 determines whether the manual driving force HP is less than a fifth value VA5. If the first control unit 62 determines in step S82 that the manual driving force HP is equal to or greater than the fifth value VA5, the process proceeds to step S81. If the first control unit 62 determines in step S82 that the manual driving force HP is less than the fifth value VA5, the process proceeds to step S24.

[0103] (Eighth embodiment) A control device 60 of the eighth embodiment will be described with reference to Fig. 12. The control device 60 of the eighth embodiment is similar to the control device 60 of the first embodiment except for the control performed by the first control unit 62. Therefore, the same reference numerals as in the first embodiment are used for the configurations common to the first embodiment, and redundant explanations will be omitted.

[0104] The first control unit 62 is configured to control the drag adjustment unit 40 so that the drag of the crank 20 increases when the torque T input to the crank 20 is less than an eighth value VA8. The eighth value VA8 includes, for example, a value of the torque T when there is a possibility that the crank 20 is spinning freely. The eighth value VA8 includes a value in the range of 0 N·m to 5 N·m, preferably a value in the range of 0 N·m to 2 N·m. When the torque T input to the crank 20 is less than the eighth value VA8, the drag of the crank 20 relative to the manual driving force HP is small, and there is a possibility that the crank 20 is spinning freely. For example, when the torque T input to the crank 20 is less than the eighth value VA8, the first control unit 62 calculates a target drag DG and controls the drag adjustment unit 40 in accordance with the target drag DG.

[0105] The first control unit 62 controls the drag adjustment unit 40 to increase the drag of the crank 20 in accordance with the traveling state of the human-powered vehicle 10. If the torque T input to the crank 20 is equal to or greater than a ninth value VA9, the first control unit 62 then controls the drag adjustment unit 40 to decrease the drag of the crank 20 generated by the drag adjustment unit 40. The ninth value VA9 is set in advance. For example, the ninth value VA9 is set in advance based on the torque T at which the gear shift of the transmission 34 executed by the second control unit 66 is assumed to be completed. Specifically, the ninth value VA9 is set in advance based on the torque T at which the human-powered driving force HP is assumed to be transmitted to the drive wheels 16B. The ninth value VA9 is, for example, a value equal to or greater than 5 N·m. The first control unit 62 may control the drag adjustment unit 40 to gradually decrease the drag of the crank 20 generated by the drag adjustment unit 40. Alternatively, the first control unit 62 may control the drag adjustment unit 40 to immediately reduce the drag of the crank 20 generated by the drag adjustment unit 40 to zero.

[0106] An example of control executed by the first control unit 62 will be described with reference to FIG. The first control unit 62 controls the drag adjuster 40 in accordance with, for example, the traveling state of the human-powered vehicle 10. In one example, the control of the first control unit 62 and the control of the second control unit 66 are executed in parallel. In the flowchart of FIG. 12, steps S21 to S23 in the flowchart of FIG. 5 are replaced with step S91, and step S26 in the flowchart of FIG. 5 is replaced with step S94, so only the processing that differs from the flowchart of FIG. 5 will be described. The start conditions of the flowchart of FIG. 12 are the same as the start conditions of the flowchart of FIG. 5.

[0107] In step S91, the first control unit 62 determines whether or not the torque T input to the crank 20 is less than an eighth value VA8. If the first control unit 62 determines in step S91 that the torque T input to the crank 20 is equal to or greater than the eighth value VA8, the first control unit 62 repeats the processing of step S91. If the first control unit 62 determines in step S91 that the torque T input to the crank 20 is less than the eighth value VA8, the first control unit 62 proceeds to step S24.

[0108] When step S25 is completed, the first control unit 62 proceeds to step S94. In step S94, the first control unit 62 determines whether the torque T input to the crank 20 is equal to or greater than a ninth value VA9. If the first control unit 62 determines in step S94 that the torque T input to the crank 20 is less than the ninth value VA9, the first control unit 62 repeats the processing of step S94. If the first control unit 62 determines in step S94 that the torque T input to the crank 20 is equal to or greater than the ninth value VA9, the first control unit 62 proceeds to step S27. The first control unit 62 may execute the processing of step S26 shown in FIG. 5 between steps S94 and S25.

[0109] (Ninth embodiment) A control device 60 of the ninth embodiment will be described with reference to Fig. 13. The control device 60 of the ninth embodiment is similar to the control device 60 of the first embodiment except for the control performed by the first control unit 62. Therefore, the same reference numerals as in the first embodiment are used for the configurations common to the first embodiment, and redundant explanations will be omitted.

[0110] The first control unit 62 is configured to control the drag adjuster 40 so as to increase the drag of the crank 20 when the ratio of the rotational speed of the drive wheels 16B to the rotational speed RC of the crank 20 is changed. The first control unit 62 is configured to control the drag adjuster 40 so as to increase the drag of the crank 20 at least one of when the second control unit 66 automatically controls the transmission 34 in accordance with the shifting conditions and when the shift operating device 34B is operated. The first control unit 62 may be configured to control the drag adjuster 40 so as to increase the drag of the crank 20 only when the second control unit 66 automatically controls the transmission 34 in accordance with the shifting conditions, only when the shift operating device 34B is operated, or both when the second control unit 66 automatically controls the transmission 34 in accordance with the shifting conditions and when the shift operating device 34B is operated.

[0111] In one example, the first control unit 62 controls the drag adjuster 40 to increase the drag of the crank 20 at least when the ratio of the rotational speed of the drive wheels 16B to the rotational speed RC of the crank 20 decreases and / or when the ratio of the rotational speed of the drive wheels 16B to the rotational speed RC of the crank 20 increases. The first control unit 62 may control the drag adjuster 40 to increase the drag of the crank 20 only when the ratio of the rotational speed of the drive wheels 16B to the rotational speed RC of the crank 20 decreases, only when the ratio of the rotational speed of the drive wheels 16B to the rotational speed RC of the crank 20 increases, or both when the ratio of the rotational speed of the drive wheels 16B to the rotational speed RC of the crank 20 decreases and when the ratio of the rotational speed of the drive wheels 16B to the rotational speed RC of the crank 20 increases. When the ratio of the rotational speed of the drive wheels 16B to the rotational speed RC of the crank 20 is changed, the resistance of the crank 20 to the human-powered driving force HP decreases, and the crank 20 may spin freely. The first control unit 62 calculates a target drag force DG when, for example, the ratio of the rotational speed of the drive wheels 16B to the rotational speed RC of the crank 20 is changed, and controls the drag adjustment unit 40 in accordance with the target drag force DG. In this embodiment, the first control unit 62 may use a preset target drag force DG rather than calculating the target drag force DG based on the running state of the human-powered vehicle 10.

[0112] The first control unit 62 controls the resistance adjustment unit 40 to increase the resistance of the crank 20, and then, when the gear shift by the transmission 34 executed by the second control unit 66 is completed, controls the resistance adjustment unit 40 to decrease the resistance of the crank 20 generated by the resistance adjustment unit 40. The completion of the gear shift by the transmission 34 can be detected by, for example, the fifth detection unit 70E. The first control unit 62 may control the resistance adjustment unit 40 to gradually decrease the resistance of the crank 20 generated by the resistance adjustment unit 40, or may control the resistance adjustment unit 40 to immediately become zero. The first control unit 62 may control the resistance adjustment unit 40 to increase the resistance of the crank 20, and then, when the running resistance of the human-powered vehicle 10 increases, control the resistance adjustment unit 40 to decrease the resistance of the crank 20 generated by the resistance adjustment unit 40.

[0113] An example of control executed by the first control unit 62 will be described with reference to FIG. The first control unit 62 controls the drag adjuster 40, for example, when the gear ratio GR of the human-powered vehicle 10 is changed. In one example, the control of the first control unit 62 and the control of the second control unit 66 are executed in parallel. In the flowchart of FIG. 13, steps S21 to S23 in the flowchart of FIG. 5 are replaced with step S101, and step S26 in the flowchart of FIG. 5 is replaced with step S104, so only the processing that differs from the flowchart of FIG. 5 will be described. The start conditions of the flowchart of FIG. 13 are the same as the start conditions of the flowchart of FIG. 5.

[0114] In step S101, the first control unit 62 determines whether or not a gear change by the transmission 34 has started. In step S101, the first control unit 62 determines whether, for example, the electric actuator 34A of the transmission 34 has started operating. If the first control unit 62 determines in step S101 that a gear change by the transmission 34 has not started, the first control unit 62 repeats the processing of step S101. If the first control unit 62 determines in step S101 that a gear change by the transmission 34 has started, the first control unit 62 proceeds to step S24.

[0115] When step S25 is completed, the first control unit 62 proceeds to step S104. In step S104, the first control unit 62 determines whether or not the gear shift by the transmission 34 has been completed. If the first control unit 62 determines in step S104 that the gear shift by the transmission 34 has not been completed, the first control unit 62 repeats the processing of step S104. If the first control unit 62 determines in step S104 that the gear shift by the transmission 34 has been completed, the first control unit 62 proceeds to step S27.

[0116] (Variation) The above-described embodiments are merely examples of possible forms of a human-powered vehicle control device according to the present invention, and are not intended to limit the forms. A human-powered vehicle control device according to the present invention can take the following forms, including modifications of the above-described embodiments, and a combination of at least two mutually consistent modifications. In the following modifications, parts that are common to the embodiments are given the same reference numerals as the embodiments, and their description will be omitted.

[0117] The processes included in the control executed by the first control unit 62 in each embodiment can be changed as desired. In one example, the process of step S24 may be omitted in the control executed by the first control unit 62. In this case, in step S25, the first control unit 62 controls the drag adjuster 40 using a preset target drag DG.

[0118] The configuration of the control device 60 can be changed as desired. In a first example, the control device 60 includes a single control unit that has the functions of the first control unit 62 and the second control unit 66, instead of the first control unit 62 and the second control unit 66. In a second example, the control device 60 is configured without the second control unit 66. In this case, the transmission 34 is mechanically driven in response to the operation of the gear shift operating device 34B.

[0119] The connection relationship between the electric motor 42A and the crank 20 can be changed as desired. In one example, as shown in FIG. 14 , the electric motor 42A is connected to the crank 20 via a two-way clutch 56 and an output unit 52. A reducer that reduces the rotation of the electric motor 42A and outputs the rotation may be provided between the electric motor 42A and the two-way clutch 56, between the two-way clutch 56 and the output unit 52, or both between the electric motor 42A and the two-way clutch 56 and between the two-way clutch 56 and the output unit 52. The two-way clutch 56 is controlled by a first control unit 62. When it is necessary for the electric motor 42A to generate a drag force on the crank 20, the first control unit 62 controls the two-way clutch 56 so that the rotational force generated when the crank 20 rotates forward is transmitted to the electric motor 42A. When the electric motor 42A is to assist the propulsion of the human-powered vehicle, the first control unit 62 controls the two-way clutch 56 so that the rotational force is transmitted from the electric motor 42A to the output unit 52. The drive unit 42 is provided with an electric actuator that is electrically connected to the first control unit 62 and that operates the two-way clutch 56. The first control unit 62 can switch the operating state of the two-way clutch 56 by controlling the electric actuator that operates the two-way clutch 56.

[0120] The configuration of the electric motor 42A can be changed as desired. In a first example, the electric motor 42A is configured to generate regenerative torque in the opposite direction to assisting the propulsion force of the human-powered vehicle 10, rather than generating drag on the crank 20 through regenerative braking. In a second example, the electric motor 42A is configured to be non-regenerative. In this case, the electric motor 42A may be connected to the crank 20 via a one-way clutch.

[0121] The configuration of the resistance adjuster 40 can be changed as desired. In one example, the resistance adjuster 40 includes only the first resistance adjuster 40A. In this case, the first control unit 62 does not control the braking device 44 included in the second resistance adjuster 40B.

[0122] The method of controlling the transmission 34 can be changed as desired. In one example, the second control unit 66 calculates a target gear ratio based on the relationship between the estimated cadence EC and the current gear ratio GR of the human-powered vehicle 10, and controls the transmission 34 so that the current gear ratio GR of the human-powered vehicle 10 becomes the target gear ratio.

[0123] The configuration of the human-powered vehicle 10 can be changed as desired. In one example, the human-powered vehicle 10 may be configured without the transmission 34. In each embodiment, components that are not necessary for control may be omitted. [Explanation of symbols]

[0124] 10...human-powered vehicle, 16...wheel, 16B...driving wheel, 20...crank, 34...transmission, 40...drag adjustment unit, 42A...electric motor, 44...braking device, 54A...direct-coupled clutch, 56...two-way clutch, 60...control device (control device for human-powered vehicle), 62...first control unit, 66...second control unit, HP...human-powered driving force, RC...rotational speed, RW...rotational speed, VA1...first value, VA2...second value, VA3...third value, VA4...fourth value, VA5...fifth value, VA6...sixth value, VA7...seventh value, ΔRC...amount of change.

Claims

1. A control device for a human-powered vehicle used in a human-powered vehicle, The human-powered vehicle is Crank and a drive wheel that is driven by rotating the crank in a predetermined rotational direction; a transmission for changing the ratio of the rotational speed of the drive wheels to the rotational speed of the crank; a resistance adjusting unit that adjusts the resistance of the crank against a manual driving force applied to the crank, The human-powered vehicle control device includes: a first control unit configured to control the drag adjustment unit so that the drag of the crank is increased when a gear change, which is a change in the ratio, by the transmission is started, the first control unit is configured to control the drag adjustment unit so that the drag of the crank increases during a period from when a gear shift by the transmission is started to when the gear shift is completed, the drag adjuster includes an electric motor connected to the crank; the electric motor is configured to generate rotational torque by regenerative braking; The control device for a human-powered vehicle, wherein the first control unit is configured to adjust the resistance of the crank by causing the electric motor to perform regenerative braking.

2. A control device for a human-powered vehicle used in a human-powered vehicle, The human-powered vehicle is Crank and a drive wheel that is driven by rotating the crank in a predetermined rotational direction; a transmission for changing the ratio of the rotational speed of the drive wheels to the rotational speed of the crank; a resistance adjusting unit that adjusts the resistance of the crank against a manual driving force applied to the crank, The human-powered vehicle control device includes: a first control unit configured to control the drag adjustment unit so that the drag of the crank is increased when a gear change, which is a change in the ratio, by the transmission is started, the first control unit is configured to control the drag adjustment unit so that the drag of the crank increases during a period from when a gear shift by the transmission is started to when the gear shift is completed, the drag adjustment unit includes a braking device configured to brake wheels of the human-powered vehicle; The control device for a human-powered vehicle, wherein the first control unit is configured to adjust the resistance of the crank by causing the braking device to brake the wheel.

3. the drag adjustment unit includes a braking device configured to brake wheels of the human-powered vehicle; The control device for a human-powered vehicle according to claim 1 , wherein the first control unit is configured to adjust the resistance of the crank by causing the braking device to brake the wheel.

4. the wheels include the drive wheels, The control device for a human-powered vehicle according to claim 2 or 3, wherein the braking device is configured to brake the driving wheels.

5. the drag adjuster includes an electric motor connected to the crank; The control device for a human-powered vehicle according to claim 2 , wherein the first control unit is configured to adjust the resistance of the crank by causing the electric motor to generate a rotational torque.

6. The control device for a human-powered vehicle according to claim 5 , wherein the electric motor is configured to generate the rotational torque by regenerative braking.

7. The control device for a human-powered vehicle according to claim 1 , 3 , 5 , or 6 , wherein the electric motor is configured to assist the propulsion force of the human-powered vehicle.

8. The control device for a human-powered vehicle according to any one of claims 1, 3, and 5 to 7, wherein the electric motor is provided in the vicinity of the crank.

9. 9. The control device for a human-powered vehicle according to claim 1, 3, or 5 to 8, wherein the electric motor is connected to the crank via a two-way clutch or a direct coupling clutch.

10. 10. The control device for a human-powered vehicle according to claim 1, wherein the first control unit controls the drag adjustment unit so that the drag of the crank generated by the drag adjustment unit is reduced when a gear change by the transmission is completed.

11. 11. The control device for a human-powered vehicle according to claim 1, wherein the first control unit is configured to control the drag adjustment unit so that the drag of the crank increases when the ratio decreases or when the ratio increases.

12. 12. The control device for a human-powered vehicle according to any one of claims 1 to 11, further comprising a second control unit configured to control the transmission in accordance with at least one of a rotation speed of the crank, a running speed of the human-powered vehicle, a running resistance of the human-powered vehicle, the human-powered driving force, and a tilt state of the human-powered vehicle.

Images