Control device for human-powered vehicles

Abstract

To provide a control device that is able to contribute to comfortable traveling of a human-powered vehicle including an electric component.SOLUTION: A control device for a human-powered vehicle and includes a control unit. The control unit is configured to control an electric component, which is different from a motor that applies a propulsion force to the human-powered vehicle and that is provided in the human-powered vehicle, in accordance with a total driving force including a human driving force acting on a drive train of the human-powered vehicle and an assist force generated by the motor. The control unit is configured to control the motor in accordance with the total driving force and a predetermined threshold. The electric component includes at least one of a front suspension and a rear suspension.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] Patent Document 1 discloses a control device that controls electrical components mounted on a human-powered vehicle in accordance with the human-powered driving force. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 10-194185 Summary of the Invention [Problem to be solved by the invention]

[0004] One of the objects of the present disclosure is to provide a control device that can contribute to the comfortable driving of a human-powered vehicle equipped with electric components. [Means for solving the problem]

[0005] A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, comprising a control unit that is different from a motor that provides propulsive force to the human-powered vehicle and is configured to control electrical components provided in the human-powered vehicle in accordance with a total driving force including a human-powered driving force acting on a drive train of the human-powered vehicle and an assist force by the motor, the control unit being configured to control the motor in accordance with the total driving force and a predetermined threshold, and the electrical components include at least one of a front suspension and a rear suspension.

[0006] According to the control device of the first aspect, the control unit can control at least one of the front suspension and the rear suspension to an appropriate state in accordance with the total driving force.

[0007] In the control device of the second aspect according to the first aspect, the control unit controls the front suspension so that an initial length of the front suspension is reduced when the total driving force is equal to or greater than the predetermined threshold.

[0008] According to the control device of the second aspect, when the total driving force is equal to or greater than a predetermined threshold, the control unit controls the front suspension so that the initial length of the front suspension decreases, allowing the rider to drive the human-powered vehicle stably, particularly on uphill slopes.

[0009] In the control device of a third aspect according to the first or second aspect, the control unit controls the front suspension so that the stiffness of the front suspension increases when the total driving force is equal to or greater than the predetermined threshold.

[0010] According to the control device of the third aspect, when the total driving force is equal to or greater than a predetermined threshold, the control unit can suppress damping of the front suspension, allowing the rider to drive the human-powered vehicle stably.

[0011] In the control device of a fourth aspect according to any one of the first to third aspects, the control unit controls the rear suspension so that the initial length of the rear suspension increases when the total driving force is equal to or greater than the predetermined threshold.

[0012] According to the control device of the fourth aspect, when the total driving force is equal to or greater than a predetermined threshold, the control unit controls the rear suspension so that the initial length of the rear suspension increases, allowing the rider to drive the human-powered vehicle stably, particularly on uphill slopes.

[0013] In the control device of a fifth aspect according to any one of the first to fourth aspects, the control unit controls the rear suspension so that the stiffness of the rear suspension increases when the total driving force is equal to or greater than the predetermined threshold.

[0014] According to the control device of the fifth aspect, when the total driving force is equal to or greater than a predetermined threshold, the control unit can suppress damping of the rear suspension, so that the human driving force is efficiently transmitted to the drive train.

[0015] A control device according to a sixth aspect of the present disclosure is a control device for a human-powered vehicle, comprising a control unit that is different from a motor that provides propulsive force to the human-powered vehicle and is configured to control electrical components provided in the human-powered vehicle in accordance with a total driving force including a human-powered driving force acting on a drive train of the human-powered vehicle and an assist force provided by the motor, the control unit being configured to control the motor in accordance with the total driving force and a predetermined threshold, the electrical component including a seat post, and the control unit controlling the seat post so that the length of the seat post increases when the total driving force is equal to or greater than the predetermined threshold.

[0016] According to the control device of the sixth aspect, when the total driving force is equal to or greater than a predetermined threshold, the control unit controls the seat post so that the length of the seat post increases, allowing the rider to drive the human-powered vehicle stably, particularly uphill.

[0017] A control device according to a seventh aspect of the present disclosure is a control device for a human-powered vehicle, comprising a control unit that is different from a motor that provides propulsive force to the human-powered vehicle and that is configured to control electrical components provided in the human-powered vehicle in accordance with a total driving force including a human-powered driving force acting on a drive train of the human-powered vehicle and an assisting force by the motor, wherein the drive train of the human-powered vehicle includes a chain, and the electrical components include a chain guide configured to guide the chain and rotatable around a predetermined rotation axis, and the control unit controls the chain guide so that the rotational resistance of the chain guide around the predetermined rotation axis is reduced when the total driving force is equal to or greater than the predetermined threshold.

[0018] According to the control device of the seventh aspect, when the total driving force is equal to or greater than a predetermined threshold, the control unit controls the chain guide so that the rotational resistance of the chain guide is reduced, thereby efficiently transmitting the manual driving force to the drive wheel.

[0019] In the control device of the eighth aspect according to the seventh aspect, the electrical component includes a derailleur, and the chain guide is included in the derailleur.

[0020] According to the control device of the eighth aspect, the control unit can control the rotational resistance of the chain guide included in the derailleur.

[0021] In the control device of a ninth aspect according to any one of the first to eighth aspects, the control unit The motor is controlled in accordance with a plurality of operating states in which the maximum value of the assist force by the motor is different from one another, and the predetermined thresholds corresponding to the plurality of operating states are different from one another.

[0022] According to the control device of the ninth aspect, the control unit can select one of a plurality of operating states in which the maximum values ​​of the assist force by the motor are different from each other, depending on the total driving force, and control the motor to impart an appropriate propulsion force to the human-powered vehicle. [Effects of the Invention]

[0023] The control device of the present disclosure can contribute to the comfortable driving of a human-powered vehicle equipped with electric components. [Brief explanation of the drawings]

[0024] [Figure 1] FIG. 1 is a side view of a human-powered vehicle according to an embodiment. [Figure 2] FIG. 2 is a block diagram showing the electrical configuration of a human-powered vehicle including a control device according to the embodiment. [Figure 3] FIG. 3 is a flowchart illustrating an example of the first control process according to the embodiment. [Figure 4]FIG. 4 is a flowchart illustrating an example of the second control process according to the embodiment. [Figure 5] FIG. 5 is a flowchart illustrating an example of the third control process according to the embodiment. [Figure 6] FIG. 6 is a flowchart showing an example of the fourth control process according to the embodiment. [Figure 7] FIG. 7 is a flowchart showing an example of the fifth control process according to the embodiment. [Figure 8] FIG. 8 is a flowchart showing an example of the sixth control process according to the embodiment. [Figure 9] FIG. 9 is a flowchart showing an example of the seventh control process according to the embodiment. [Figure 10] FIG. 10 is a flowchart showing an example of the eighth control process according to the embodiment. [Figure 11] FIG. 11 is a flowchart showing an example of the ninth control process according to the embodiment. [Figure 12] FIG. 12 is a flowchart showing an example of the tenth control process according to the embodiment. [Figure 13] FIG. 13 is a flowchart showing an example of the eleventh control process according to the embodiment. [Figure 14] FIG. 14 is a flowchart showing an example of the twelfth control process according to the embodiment. [Figure 15] FIG. 15 is a flowchart showing an example of the thirteenth control process according to the embodiment. [Figure 16] FIG. 16 is a flowchart showing an example of the fourteenth control process according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0025] 1, the human-powered vehicle 10 is, for example, a mountain bike equipped with an electric drive unit 12. The human-powered vehicle 10 is not limited to mountain bikes, and may be other bicycles such as road bikes, cross bikes, city bikes, cargo bikes, hand cycles, and recumbent bikes, as well as unicycles and vehicles with three or more wheels, as long as they can be at least propelled by human power and equipped with an electric drive unit 12.

[0026] The human-powered vehicle 10 includes a frame 14. The frame 14 includes, for example, a head tube 14A, a top tube 14B, a down tube 14C, seat stays 14D, chain stays 14E, and a seat tube 14F. The head tube 14A, the top tube 14B, the down tube 14C, and the seat tube 14F form a front frame. The seat stays 14D and the chain stays 14E form a rear frame.

[0027] The human-powered vehicle 10 includes wheels 16, a drivetrain 18, an electric drive unit 12, and electrical components 20. In this embodiment, the wheels 16 include front wheels 16A and rear wheels 16B. In this embodiment, the electric drive unit 12 includes a portion of the drivetrain 18.

[0028] The drive train 18 is configured to transmit manual driving force to a driving wheel. In this embodiment, the rear wheel 16B is the driving wheel. The drive train 18 includes a chain 28. The drive train 18 further includes a pair of pedals 22, a crank 24, a front chainwheel 26, and a rear sprocket 30. A first one-way clutch, for example, is provided between the front chainwheel 26 and the crank 24. The first one-way clutch transmits rotational force from the crank 24 to the front chainwheel 26 when the crank 24 rotates in a first rotational direction, and allows relative rotation between the crank 24 and the front chainwheel 26 when the crank 24 rotates in a second rotational direction. The first one-way clutch may be omitted. Manual driving force applied to the pair of pedals 22 is transmitted to the rear wheel 16B via the crank 24, the front chainwheel 26, the chain 28, and the rear sprocket 30. In this embodiment, the rear sprocket 30 includes multiple sprockets. The rear sprocket 30 includes, for example, a plurality of sprockets each having a different number of teeth.

[0029] The drivetrain 18 may include a pulley and a belt, or may include a bevel gear and a shaft, instead of the front chainwheel 26, rear sprocket 30, and chain 28. The crank 24 includes a crankshaft, a first crank arm connected to a first axial end of the crankshaft, and a second crank arm connected to a second axial end of the crankshaft. The drivetrain 18 may have any configuration as long as it transmits human-powered driving force to a drive wheel. The front chainwheel 26 may include multiple chainwheels. For example, the rotational axis of the front chainwheel 26 is coaxial with the rotational axis of the crank 24. The rotational axis of the rear sprocket 30 is coaxial with the rotational axis of the rear wheel 16B.

[0030] The electric drive unit 12 is configured to provide propulsive force to the human-powered vehicle 10. The electric drive unit 12 operates in response to human-powered driving force applied to the pedals 22, for example. The electric drive unit 12 includes a motor 32. The electric drive unit 12 includes a housing 12A. In this embodiment, the electric drive unit 12 further includes a crankshaft and a drive unit output shaft to which the front chainwheel 26 is connected. The rotational axis of the drive unit output shaft is arranged coaxially with the rotational axis of the crank 24. The drive unit output shaft is connected to the crankshaft via a first one-way clutch. The motor 32 is provided in the housing 12A. The motor 32 includes an electric motor.

[0031] The motor 32 includes, for example, a brushless motor. The motor 32 is configured to be driven when the drive wheels are rotating by manual driving force, and to assist the rotation of the drive wheels by manual driving force. The electric drive unit 12 preferably further includes a speed reducer. The rotating shaft of the motor 32 is connected to the drive unit output shaft via the speed reducer. The motor 32 is operated by power supplied from a battery 34. The battery 34 is housed in, for example, the down tube 14C. The electric drive unit 12 may be included in the wheel 16. The electric drive unit 12 may have any configuration as long as it can directly or indirectly drive the wheel 16.

[0032] The human-powered vehicle 10 includes a control device 40 for the human-powered vehicle. In this embodiment, the control device 40 is configured to control the motor 32. In other embodiments, the control device 40 does not need to control the motor 32. The control device 40 adjusts the drive current and drive voltage supplied to the motor 32 and controls the assist force for propelling the human-powered vehicle 10. The control device 40 may be included in the electric drive unit 12. The control device 40 is housed in the housing 12A of the electric drive unit 12, for example. The control device 40 may not be included in the electric drive unit 12 and may be provided on the frame 14 of the human-powered vehicle 10. The control device 40 operates using power supplied from the battery 34. The control device 40 includes a control unit 52 configured to control the electrical components 20 provided in the human-powered vehicle 10 in response to a total drive force including the human-powered drive force acting on the drive train 18 of the human-powered vehicle 10 and the assist force provided by the motor 32. The electrical components 20 are different from the motor 32 that provides propulsion to the human-powered vehicle 10.

[0033] The human-powered driving force is represented, for example, by the torque applied to the front chainwheel 26 by the rider of the human-powered vehicle 10. The human-powered driving force may also be represented, for example, by the power applied to the front chainwheel 26 by the rider of the human-powered vehicle 10. The assisting force by the motor 32 is represented, for example, by the torque applied to the front chainwheel 26 by the motor 32. The assisting force by the motor 32 may also be represented, for example, by the power applied to the front chainwheel 26 by the motor 32.

[0034] The electrical component 20 includes a transmission 42. The electrical component 20 includes at least one of a front suspension 44 and a rear suspension 46. The electrical component 20 includes a seat post 48. The electrical component 20 includes a chain guide 42B configured to guide the chain 28 and rotatable about a predetermined rotation axis.

[0035] The transmission 42 is provided in a transmission path of the human-powered driving force. The transmission path of the human-powered driving force is a path from the pedals 22 to the drive wheel. In this embodiment, the transmission 42 includes an external derailleur. The transmission 42 includes, for example, a derailleur 42A. In this embodiment, the derailleur 42A includes a rear derailleur. The derailleur 42A may also include a front derailleur. The transmission 42 further includes a front chainwheel 26 and a rear sprocket 30. If the derailleur 42A includes a rear derailleur, the rear sprocket 30 includes multiple sprockets. If the derailleur 42A includes a front derailleur, the front chainwheel 26 includes multiple chainwheels. If the derailleur 42A includes a rear derailleur, the derailleur 42A moves the chain 28 from one of the multiple sprockets to another of the multiple sprockets, thereby causing the transmission 42 to change gears.

[0036] When the derailleur 42A includes a front derailleur, the derailleur 42A moves the chain 28 from one of the multiple chain wheels to another of the multiple chain wheels, thereby changing the gear ratio of the transmission 42. When the transmission 42 changes gear, the gear ratio of the transmission 42 is the ratio of the rotational speed of the output section of the transmission 42 to the rotational speed of the input section of the transmission 42 when driving force is transmitted from the input section of the transmission 42 to the output section of the transmission 42. If the rotational speed of the input section of the transmission 42 is Vi, the rotational speed of the output section of the transmission 42 is Vo, and the gear ratio is R, then R is expressed by Equation 1. In this embodiment, Vi corresponds to the rotational speed of the crank 24, and Vo corresponds to the rotational speed of the drive wheel. (Equation 1) R = Vo / Vi

[0037] The transmission 42 may include an internal transmission instead of an external transmission, or may include an internal transmission in addition to an external transmission. The internal transmission is provided, for example, in the hub of a drive wheel. The internal transmission may be a stepped transmission or a continuously variable transmission. The transmission 42 includes a gear shift state detection device 42a that outputs information related to the current gear ratio. The information related to the current gear ratio corresponds to information related to the current gear stage. If the transmission 42 includes a derailleur 42A, the gear shift state detection device 42a outputs a signal corresponding to the position of the derailleur 42A. The gear shift state detection device 42a may also output a signal corresponding to the position of a component included in the first electric actuator 42D. The gear shift state detection device 42a is electrically connected to the control unit 52.

[0038] In this embodiment, the control device 40 is configured to control the transmission 42. In another embodiment, the control device 40 may be provided in the transmission 42. The control device 40 has a manual transmission mode and an automatic transmission mode as transmission modes of the transmission 42. The control device 40 is configured to be able to change the gear ratio of the transmission 42 in the manual transmission mode and the automatic transmission mode. The transmission mode is switched by the rider. The transmission mode may be switched, for example, when the transmission operating device 42C is operated using a predetermined operation method, or may be switched by operating an operating device other than the transmission operating device 42C. The operating device other than the transmission operating device 42C is connected to the control device 40 via an electric cable or a wireless communication device. The operating device other than the transmission operating device 42C includes, for example, a cycle computer, a smartphone, or a tablet computer.

[0039] The transmission 42 includes a first electric actuator 42D. The first electric actuator 42D includes an electric motor. The first electric actuator 42D may include an electric motor and a reducer connected to the electric motor. In this embodiment, the first electric actuator 42D may be provided on the derailleur 42A, or may be located apart from the derailleur 42A and connected to the derailleur 42A by a Bowden cable. If the transmission 42 includes an internal gear shifter, the first electric actuator 42D may be provided on the internal gear shifter, or may be located apart from the internal gear shifter and connected to the derailleur 42A by a Bowden cable.

[0040] When the shifting mode is the manual shifting mode, the control device 40 drives the first electric actuator 42D in response to operation of the shift operating device 42C, and the driving force of the first electric actuator 42D drives at least one of the derailleur 42A and the internal gear shifter. The first electric actuator 42D is supplied with power from the battery 34. The shifting device 42 may also be supplied with power from a battery dedicated to the shifting device 42.

[0041] When the gear shifting mode is the automatic gear shifting mode, the control device 40 drives the first electric actuator 42D in accordance with the traveling state of the human-powered vehicle 10, and drives at least one of the derailleur 42A and the internal gearbox with the driving force of the first electric actuator 42D. The traveling state of the human-powered vehicle 10 includes at least one of the cadence of the crank 24, the vehicle speed of the human-powered vehicle 10, and the human-powered driving force. The cadence is, for example, the number of rotations of the crank 24 per minute. The control device 40 controls the gear shifting device 42 so that the cadence is maintained within a predetermined range. When the cadence is a value that is smaller than the lower limit of the predetermined range, the control device 40 controls the gear shifting device 42 so that the gear ratio of the gear shifting device 42 is reduced. When the cadence is within a predetermined range of values ​​and is greater than a predetermined upper limit, the control device 40 controls the transmission 42 to increase the gear ratio of the transmission 42. The control device 40 controls the transmission 42 in accordance with the total driving force, which includes the human driving force acting on the drivetrain 18 of the human-powered vehicle 10 and the assist force from the motor 32.

[0042] The front suspension 44 rotatably supports the hub of the front wheel 16A. The front suspension 44 includes a shock absorber that expands and contracts in the longitudinal direction. The front suspension 44 is configured so that the shock absorber attenuates impacts transmitted from the road surface to the front wheel 16A. The front suspension 44 is controlled by a control device 40. The control device 40 controls the front suspension 44 in accordance with the total driving force, which includes the human-powered driving force acting on the drivetrain 18 of the human-powered vehicle 10 and the assist force from the motor 32.

[0043] The control device 40 is configured to change at least one of the initial length of the front suspension 44, the stroke amount of the front suspension 44, and the stiffness of the front suspension 44. The front suspension 44 includes a second electric actuator 44a. The second electric actuator 44a includes at least one electric motor or at least one solenoid. The control device 40 controls the second electric actuator 44a. The second electric actuator 44a is supplied with power from the battery 34. The stroke amount of the front suspension 44 is the length that the shock absorber can expand and contract. The stiffness of the front suspension 44 is the damping force of the shock absorber. The configuration of the front suspension 44 is a common structure, so a description thereof will be omitted.

[0044] The second electric actuator 44a is directly or indirectly connected to a control valve provided on the front suspension 44. The second electric actuator 44a may be connected to the control valve of the front suspension 44 via a cable. The front suspension 44 includes a first sensor that outputs information related to the initial length of the front suspension 44 and a second sensor that outputs information related to the stiffness of the front suspension 44. The first sensor and the second sensor are electrically connected to the control unit 52. The first sensor and the second sensor may be configured to output a signal corresponding to the state of the control valve, or may output a signal corresponding to the state of the second electric actuator 44a. The first sensor and the second sensor include, for example, a magnetic sensor, a potentiometer, or an optical sensor.

[0045] The rear suspension 46 has a first end in the telescopic direction connected to the front frame and a second end in the telescopic direction connected to the rear frame. The front frame and the rear frame are configured to be rotatable around a predetermined rotation axis. The rear frame forms a swing arm. The rear suspension 46 includes a shock absorber that telescopically expands and contracts in the longitudinal direction. The rear suspension 46 is configured to attenuate impacts transmitted from the road surface to the rear wheel 16B using the shock absorber. The rear suspension 46 operates using power supplied from the battery 34. The rear suspension 46 is controlled by a control device 40. The control device 40 controls the rear suspension 46 in accordance with the total driving force, including the human-powered driving force acting on the drivetrain 18 of the human-powered vehicle 10 and the assist force from the motor 32.

[0046] The control device 40 is configured to change at least one of the initial length of the rear suspension 46, the stroke amount of the rear suspension 46, and the stiffness of the rear suspension 46. The rear suspension 46 includes a third electric actuator 46a. The third electric actuator 46a includes at least one electric motor or at least one solenoid. The control device 40 controls the third electric actuator 46a. The third electric actuator 46a is supplied with power from the battery 34. The stroke amount of the rear suspension 46 is the length that the shock absorber can expand and contract. The stiffness of the rear suspension 46 is the damping force of the shock absorber. The configuration of the rear suspension 46 is a common structure, so a description thereof will be omitted.

[0047] The third electric actuator 46a is directly or indirectly connected to a control valve provided on the front suspension 44. The third electric actuator 46a may be connected to a control valve of the rear suspension 46 via a cable. The rear suspension 46 includes a third sensor that outputs information related to the initial length of the rear suspension 46 and a fourth sensor that outputs information related to the stiffness of the rear suspension 46. The third sensor and the fourth sensor are electrically connected to the control unit 52. The third sensor and the fourth sensor may be configured to output a signal corresponding to the state of the control valve, or may output a signal corresponding to the state of the third electric actuator 46a. The third sensor and the fourth sensor include, for example, a magnetic sensor, a potentiometer, or an optical sensor.

[0048] The seat post 48 is attached to the seat tube 14F. A saddle 48A is attached to the seat post 48. The seat post 48 is configured to adjust the height of the saddle 48A from the road surface by changing the length of the portion that protrudes from the seat tube 14F. The seat post 48 is operated by power supplied from the battery 34. The seat post 48 is controlled by the control device 40. The control device 40 controls the seat post 48 in response to a total driving force including the human-powered driving force acting on the drivetrain 18 of the human-powered vehicle 10 and the assist force of the motor 32. The seat post 48 includes a fourth electric actuator 48a. The fourth electric actuator 48a includes at least one electric motor or at least one solenoid. The control device 40 controls the length of the seat post 48 by the fourth electric actuator 48a. Power is supplied to the fourth electric actuator 48a from the battery 34. The seat post 48 includes a dropper or an adjustable seat post. The configuration of the dropper and adjustable seat post is a common structure and will not be described here.

[0049] The fourth electric actuator 48a is connected directly or indirectly to a control valve included in the seat post 48, for example. The fourth electric actuator 48a may be connected to a control valve of the seat post 48 via a cable. For example, when the control valve is open, the seat post 48 extends by hydraulic pressure, and the length is maintained by closing the control valve. The fourth electric actuator 48a may be configured to extend or retract the seat post 48 by its driving force rather than by controlling the control valve. The seat post 48 includes a third sensor that outputs information related to the length of the seat post 48. The third sensor is electrically connected to the control unit 52. The third sensor may be configured to output a signal corresponding to the state of the control valve, or may output a signal corresponding to the state of the fourth electric actuator 48a. The third sensor may include, for example, a magnetic sensor, a potentiometer, an optical sensor, or the like.

[0050] The chain guide 42B is included in the derailleur 42A. The chain guide 42B includes a resistance member. The resistance member applies rotational resistance to the chain guide 42B, which rotates about a predetermined axis of rotation. The resistance member may be, for example, an electric motor, a hydraulic damper, or a friction plate. The chain guide 42B is supplied with power from the battery 34. The chain guide 42B is controlled by a control device 40. The control device 40 controls the chain guide 42B in response to the total driving force, including the human driving force acting on the drivetrain 18 of the human-powered vehicle 10 and the assist force from the motor 32. The structure of the chain guide 42B can be described, for example, in U.S. Patent Publication Nos. 8,202,182 and 9,377,089, and therefore will not be described here. The control device 40 controls the resistance member to change the rotational resistance of the chain guide 42B about the predetermined axis of rotation. The chain guide 42B includes a fourth sensor that outputs information related to the rotational resistance of the chain guide 42B. The fourth sensor is electrically connected to the control unit 52. The fourth sensor may be configured to output a signal according to the state of the rotational resistance of the chain guide 42B.

[0051] As shown in FIG. 2, the control device 40 includes a storage unit 50 in addition to a control unit 52. The storage unit 50 includes, for example, storage devices such as nonvolatile memory and volatile memory. The nonvolatile memory includes, for example, at least one of a read-only memory (ROM), a flash memory, and a hard disk. The volatile memory includes, for example, a random access memory (RAM). The storage unit 50 stores software for controlling the electrical component 20. The storage unit 50 stores, for example, information regarding a plurality of predetermined thresholds used to control the electrical component 20. The plurality of predetermined thresholds are different from each other.

[0052] The control unit 52 includes at least one arithmetic unit such as a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 52 is configured to control the operation of the electrical component 20, for example, by having the at least one arithmetic unit execute a control program stored in a ROM using a RAM as a working area. When the control unit 52 includes multiple arithmetic units, the multiple arithmetic units may be located at locations remote from each other. For example, one of the multiple arithmetic units may be configured to communicate with the other arithmetic units via a wireless communication device or via the Internet.

[0053] The human-powered vehicle 10 is provided with a human-powered driving force detection unit 60, a vehicle speed sensor 62, a crank rotation sensor 64, and an acceleration sensor 66. The control unit 52 is connected to the human-powered driving force detection unit 60, the vehicle speed sensor 62, the crank rotation sensor 64, and the acceleration sensor 66 via at least one of an electric cable and a wireless communication device. The control unit 52 is connected to the battery 34 via an electric cable. The human-powered driving force detection unit 60, the crank rotation sensor 64, and the acceleration sensor 66 may be included in the electric drive unit 12.

[0054] Preferably, the control unit 52 includes a first interface 52A. The first interface 52A is configured to input information detected by the manual driving force detection unit 60. Preferably, the control unit 52 includes a second interface 52B. The second interface 52B is configured to input information detected by the vehicle speed sensor 62. Preferably, the control unit 52 includes a third interface 52C. The third interface 52C is configured to input information detected by the crank rotation sensor 64. Preferably, the control unit 52 includes a fourth interface 52D. The fourth interface 52D is configured to input information detected by the acceleration sensor 66. Preferably, the control unit 52 includes a fifth interface 52E. The fifth interface 52E is configured to input a gear shift command from the gear shift operation device 42C. Preferably, the control unit 52 includes a sixth interface 52F. The sixth interface 52F is configured to input a setting command from the setting operation device 68.

[0055] The first to sixth interfaces 52A, 52B, 52C, 52D, 52E, and 52F each include, for example, a cable connection port and at least one of a wireless communication device. The wireless communication device includes, for example, a short-range wireless communication unit. The short-range wireless communication unit is configured to communicate wirelessly based on a wireless communication standard such as Bluetooth (registered trademark) or ANT+. When electrical cables are connected to the first to sixth interfaces A, 52B, 52C, 52D, 52E, and 52F, the cable connection port may be omitted and the electrical cables may be fixed.

[0056] The human driving force detection unit 60 is configured to output information about the human driving force to the control unit 52. The human driving force detection unit 60 is configured to output a signal corresponding to the human driving force applied to, for example, the crank 24. The human driving force detection unit 60 is provided in the human driving force transmission path from the rotation shaft of the crank 24 to the front chainwheel 26. The human driving force detection unit 60 may be provided on the rotation shaft of the crank 24 or the front chainwheel 26. The human driving force detection unit 60 may be provided on the crank 24 or the pedal 22. The human driving force detection unit 60 can be realized using, for example, a strain sensor, a magnetostrictive sensor, an optical sensor, a pressure sensor, or the like. The human driving force detection unit 60 may be any sensor that outputs a signal corresponding to the human driving force applied to the crank 24 or the pedal 22.

[0057] The vehicle speed sensor 62 is configured to output information related to the speed of the human-powered vehicle 10 to the control unit 52. The vehicle speed sensor 62 is configured to output a signal corresponding to the rotational speed of the wheel 16. The vehicle speed sensor 62 is provided, for example, on the chain stay 14E of the human-powered vehicle 10. The vehicle speed sensor 62 includes a magnetic sensor. The vehicle speed sensor 62 is configured to detect the magnetic field of one or more magnets attached to the spokes, disc brake rotor, or hub of the wheel 16. The vehicle speed sensor 62 is configured, for example, to output a signal when it detects a magnetic field. The control unit 52 is configured, for example, to calculate the traveling speed of the human-powered vehicle 10 based on the time interval or signal width of the signal output from the vehicle speed sensor 62 in conjunction with the rotation of the wheel 16 and information related to the circumference of the wheel 16. The vehicle speed sensor 62 is not limited to a magnetic sensor, and may include other sensors such as an optical sensor, an acceleration sensor, or a GPS receiver, as long as it is configured to output information related to the speed of the human-powered vehicle 10.

[0058] The crank rotation sensor 64 is configured to output information corresponding to the rotation state of the crank 24 to the control unit 52. The crank rotation sensor 64 is configured to output a signal corresponding to, for example, the rotation angle of the crank 24. The crank rotation sensor 64 includes a magnetic sensor that outputs a signal corresponding to the strength of a magnetic field. An annular magnet, whose magnetic field strength varies circumferentially, is provided on the rotation shaft of the crank 24, a member that rotates in conjunction with the rotation shaft of the crank 24, or a power transmission path between the rotation shaft of the crank 24 and the front chainwheel 26. The member that rotates in conjunction with the rotation shaft of the crank 24 may include the output shaft of the motor 32. For example, if a one-way clutch is not provided between the crank 24 and the front chainwheel 26, the magnet may be provided on the front chainwheel 26. The crank rotation sensor 64 may include an optical sensor instead of a magnetic sensor. The control unit 52 can calculate the rotational speed of the crank 24 based on the amount of change per unit time in the rotation angle of the crank 24.

[0059] The acceleration sensor 66 is configured to output information related to the acceleration of the human-powered vehicle 10 in the traveling direction to the control unit 52. The control unit 52 is electrically connected to the electrical components 20, the motor 32 of the electric drive unit 12, and the battery 34. Preferably, the control unit 52 further includes an inverter circuit electrically connected to the motor 32. The inverter circuit may not be included in the control unit 52, but may be provided separately from the control unit 52. The control unit 52 is communicatively connected to the electrical components 20 via an electrical cable or a wireless communication device. The control unit 52 is connected to the battery 34 via an electrical cable.

[0060] The control unit 52 is configured to control the motor 32 in accordance with a total driving force, including the human-powered driving force acting on the drivetrain 18 of the human-powered vehicle 10 and the assisting force by the motor 32, and a predetermined threshold value. In this embodiment, the control unit 52 calculates the human-powered driving force in accordance with information related to the human-powered driving force input from the human-powered driving force detection unit 60, and calculates the assisting force by the motor 32 in accordance with control information for the motor 32. The control unit 52 calculates the total driving force by adding the calculated human-powered driving force and the calculated assisting force. Information related to the predetermined threshold value is stored in the memory unit 50.

[0061] The control unit 52 is configured to control the motor 32 in a plurality of operating states in which the maximum values ​​of the assist force by the motor 32 are different from one another, and the predetermined thresholds corresponding to the plurality of operating states are different from one another. The predetermined thresholds corresponding to the plurality of operating states may be the same. The control unit 52 has, for example, a first assist mode, a second assist mode, and a third assist mode as the plurality of operating states in which the maximum values ​​of the assist force by the motor 32 are different from one another. The maximum value of the assist force in the first assist mode is greater than the maximum value of the assist force in the second assist mode. The maximum value of the assist force in the second assist mode is greater than the maximum value of the assist force in the third assist mode. The memory unit 50 stores, for example, information related to each assist mode and information related to the predetermined thresholds corresponding to each assist mode in association with each other.

[0062] The predetermined threshold corresponding to the first assist mode is, for example, a value obtained by adding a predetermined first value to the maximum value of the assist force in the first assist mode. The predetermined threshold corresponding to the second assist mode is, for example, a value obtained by adding a predetermined second value to the maximum value of the assist force in the second assist mode. The predetermined threshold corresponding to the third assist mode is a predetermined third value. The predetermined threshold corresponding to the first assist mode is larger than the predetermined threshold corresponding to the second assist mode. The predetermined threshold corresponding to the second assist mode is larger than the predetermined threshold corresponding to the second assist mode.

[0063] The predetermined first value, the predetermined second value, and the predetermined third value may be the same or different. When expressed in terms of torque, the predetermined first value and the predetermined second value are, for example, values ​​in the range of 30 Nm to 70 Nm. When expressed in terms of torque, the predetermined third value is, for example, a value in the range of 50 Nm to 90 Nm. The control unit 52 controls the motor 32 so that the assisting force increases as the manual driving force increases until the assisting force by the motor 32 reaches its maximum value. The control unit 52 controls the motor 32 so that the assisting force decreases as the manual driving force decreases.

[0064] The first to third assist modes are set by the user operating a setting operation device 68. The setting operation device 68 is attached, for example, to the handlebars of the human-powered vehicle 10. The setting operation device 68 may be provided at any position on the human-powered vehicle 10, such as the top tube 14B, as long as it can be operated by the rider of the human-powered vehicle 10. The setting operation device 68 includes, for example, an electric switch that can be operated by the user's hand. The setting operation device 68 is connected to the control device 40 via an electric cable or a wireless communication device. The setting operation device 68 may include, for example, a cycle computer, a smartphone, or a tablet computer. Information regarding the currently set assist mode out of the first to third assist modes is stored in the memory unit 50.

[0065] The control unit 52 controls the electrical components 20 based on information input from at least one of the human-powered driving force detection unit 60, the vehicle speed sensor 62, the crank rotation sensor 64, and the acceleration sensor 66. In this embodiment, the electrical components 20 include a derailleur 42A, and the chain guide 42B is included in the derailleur 42A. The transmission 42, the front suspension 44, the rear suspension 46, and the seat post 48 are electrically connected to the battery 34 by electrical cables. The control unit 52 controls the electrical components 20 by executing a first control process shown in FIG. 3.

[0066] (First control process) The control unit 52 executes a first control process shown in Fig. 3. When power is supplied, the control unit 52 starts the process from step S1, and when the first control process ends, starts the process again from step S1 until the supply of power is stopped. When the control unit 52 starts the first control process, in step S1, the control unit 52 acquires information about the currently set assist mode from the storage unit 50. In step S2, the control unit 52 sets a predetermined threshold value corresponding to the current assist mode. In step S3, the control unit 52 acquires running state information.

[0067] The driving state information includes information about the human-powered driving force input from the human-powered driving force detection unit 60. The driving state information includes information about the driving speed of the human-powered vehicle 10 input from the vehicle speed sensor 62. The driving state information includes information about the rotation speed of the crank 24 input from the crank rotation sensor 64. The driving state information includes information about the acceleration in the traveling direction of the human-powered vehicle 10 input from the acceleration sensor 66. The driving state information includes information about the torque or power of the assist force output by the motor 32 of the electric drive unit 12.

[0068] In step S4, the control unit 52 executes control processing for the electrical component 20 according to the total driving force. In step S5, the control unit 52 determines whether the cadence is equal to or lower than the lower cadence threshold. If the cadence is equal to the lower cadence threshold, the control unit 52 determines whether the gear ratio of the transmission 42 is the minimum gear ratio in step S6. If the gear ratio of the transmission 42 is the minimum gear ratio, the control unit 52 ends the first control processing. If the gear ratio of the transmission 42 is not the minimum gear ratio, the control unit 52 controls the transmission 42 to reduce the gear ratio in step S7, and then ends the first control processing.

[0069] If the cadence is not equal to or less than the lower cadence threshold, the controller 52 determines whether the cadence is equal to or greater than the upper cadence threshold in step S8. If the cadence is not equal to or greater than the upper cadence threshold, the controller 52 ends the first control process.

[0070] If the cadence is equal to or greater than the upper cadence threshold, the control unit 52 determines in step S9 whether the gear ratio of the transmission 42 is the maximum gear ratio. If the gear ratio of the transmission 42 is the maximum gear ratio, the control unit 52 ends the first control process. If the gear ratio of the transmission 42 is not the maximum gear ratio, the control unit 52 controls the transmission 42 to increase the gear ratio in step S10, and then ends the first control process.

[0071] (Second control process) The control unit 52 may control the transmission 42 to reduce the gear ratio when the total driving force is equal to or greater than a predetermined threshold. The control unit 52 executes the second control process shown in Fig. 4 in the process of controlling electric components according to driving force. When the control unit 52 starts the second control process, it determines in step S11 whether the total driving force is equal to or greater than a predetermined threshold. When the total driving force is not equal to or greater than the predetermined threshold, the control unit 52 ends the second control process.

[0072] If the total driving force is equal to or greater than a predetermined threshold, the control unit 52 determines in step S12 whether the gear ratio of the transmission 42 is the minimum gear ratio. If the gear ratio of the transmission 42 is the minimum gear ratio, the control unit 52 ends the second control process. If the gear ratio of the transmission 42 is not the minimum gear ratio, the control unit 52 controls the transmission 42 to reduce the gear ratio in step S13, and then ends the second control process.

[0073] The control unit 52 can omit the determination process of step S12. When the determination process of step S12 is omitted, if the determination in step S11 is Yes, the control unit 52 executes the process of step S13.

[0074] (Third control process) The control unit 52 may control the transmission 42 to reduce the gear ratio when the peak value of the total driving force when the total driving force changes from increasing to decreasing is equal to or greater than a predetermined threshold value for a predetermined first consecutive number of times. The control unit 52 may execute a third control process shown in FIG. 5 instead of the second control process in the driving force-dependent electrical component control process. When the control unit 52 starts the third control process, it determines in step S21 whether the peak value of the total driving force when the total driving force changes from increasing to decreasing is equal to or greater than a predetermined threshold value for a predetermined first consecutive number of times. The control unit 52 terminates the third control process when the peak value of the total driving force is not equal to or greater than the predetermined threshold value for a predetermined first consecutive number of times. The peak value of the total driving force typically occurs every half rotation of the crank 24.

[0075] If the peak value of the total driving force is equal to or greater than a predetermined threshold value a predetermined first number of times in succession, the control unit 52 determines in step S22 whether the gear ratio of the transmission 42 is the minimum gear ratio. If the gear ratio of the transmission 42 is the minimum gear ratio, the control unit 52 ends the third control process. If the gear ratio of the transmission 42 is not the minimum gear ratio, the control unit 52 controls the transmission 42 to reduce the gear ratio in step S23, and then ends the third control process.

[0076] The control unit 52 can omit the determination process of step S22. When the determination process of step S22 is omitted, if the determination in step S21 is Yes, the control unit 52 executes the process of step S23. The predetermined first number of times is, for example, a value in the range of 1 to 10, and preferably a value in the range of 2 to 5.

[0077] (Fourth control process) The control unit 52 may control the transmission 42 to decrease the gear ratio when the acceleration in the traveling direction of the human-powered vehicle 10 does not increase a predetermined second number of times consecutively. In the electrical component control process according to driving force, the control unit 52 may execute a fourth control process shown in FIG. 6 instead of the second control process or the third control process. When the control unit 52 starts the fourth control process, it determines in step S31 whether the acceleration in the traveling direction of the human-powered vehicle 10 does not increase a predetermined second number of times consecutively. The control unit 52 acquires information related to the acceleration in the traveling direction of the human-powered vehicle 10 at predetermined intervals.

[0078] The control unit 52 ends the fourth control process when the number of consecutive increases in acceleration in the traveling direction of the human-powered vehicle 10 is equal to or greater than a predetermined second number. If the acceleration in the traveling direction of the human-powered vehicle 10 does not increase consecutively the predetermined second number of times, the control unit 52 determines in step S32 whether the gear ratio of the transmission 42 is the minimum gear ratio.

[0079] The control unit 52 ends the fourth control process when the gear ratio of the transmission 42 is the minimum gear ratio. When the gear ratio of the transmission 42 is not the minimum gear ratio, the control unit 52 controls the transmission 42 to decrease the gear ratio in step S33, and ends the fourth control process.

[0080] The control unit 52 can omit the determination process of step S32. When the determination process of step S32 is omitted, if the determination in step S31 is Yes, the control unit 52 executes the process of step S33. The predetermined second number of times is, for example, a value in the range of 1 to 10, and preferably a value in the range of 2 to 5.

[0081] (Fifth control process) In the electric component control process according to the driving force, the control unit 52 may execute a fifth control process shown in Fig. 7 instead of the second to fourth control processes. When the fifth control process starts, the control unit 52 determines in step S21 whether the peak value of the total driving force when the total driving force changes from increasing to decreasing is equal to or greater than a predetermined threshold value a predetermined first number of times in succession.

[0082] If the peak value of the total driving force when the total driving force changes from increasing to decreasing is not equal to or greater than a predetermined threshold value a predetermined first number of times consecutively, the control unit 52 determines in step S31 whether the acceleration in the traveling direction of the human-powered vehicle 10 has not increased a predetermined second number of times consecutively. If the number of consecutive increases in the acceleration in the traveling direction of the human-powered vehicle 10 is equal to or greater than the predetermined second number of times, the control unit 52 ends the fifth control process.

[0083] If the control unit 52 determines in step S21 that the acceleration in the traveling direction of the human-powered vehicle 10 has not increased a predetermined first number of times consecutively, the control unit 52 proceeds to step S12. If the control unit 52 determines in step S31 that the acceleration in the traveling direction of the human-powered vehicle 10 has not increased a predetermined second number of times consecutively, the control unit 52 proceeds to step S12.

[0084] If control unit 52 determines in step S12 that the gear ratio of transmission 42 is the minimum gear ratio, it terminates the fifth control process. If control unit 52 determines in step S12 that the gear ratio of transmission 42 is not the minimum gear ratio, it controls transmission 42 to reduce the gear ratio in step S13, and terminates the fifth control process. In the flowchart shown in FIG. 7, step S21 may be replaced with step S31, and step S31 may be replaced with step S21. In the flowchart shown in FIG. 7, step S21 may be replaced with step S11 in the flowchart of FIG. 4.

[0085] (Sixth control process) When the traveling speed of the human-powered vehicle 10 is outside a predetermined range, the control unit 52 may control the transmission 42 so that the gear ratio does not decrease according to the total driving force. In the electrical component control process according to driving force, the control unit 52 may execute a sixth control process shown in FIG. 8 instead of the second to fifth control processes. When the control unit 52 starts the sixth control process, it determines in step S41 whether the traveling speed of the human-powered vehicle 10 is outside a predetermined range. The control unit 52 then terminates the sixth control process. The predetermined range is, for example, a speed range of 3 km / h or more and 30 km / h or less. When the traveling speed of the human-powered vehicle 10 is within the predetermined range, the control unit 52 executes the first control process shown in FIG. 4 and terminates the sixth control process.

[0086] When the traveling speed of the human-powered vehicle 10 is within a predetermined range, the control unit 52 can execute the third control process shown in FIG. 5, the fourth control process shown in FIG. 6, or the fifth control process shown in FIG. 7 instead of the second control process shown in FIG. 4.

[0087] (Seventh control process) The control unit 52 may control the transmission 42 so that the gear ratio does not decrease when the rotation speed of the crank 24 exceeds a predetermined rotation speed. The control unit 52 may execute the seventh control process shown in FIG. 9 instead of the second to sixth control processes in the electric component control process according to the driving force. The control unit 52 may execute the seventh control process shown in FIG. 9 in addition to the sixth control process in the electric component control process according to the driving force. When the seventh control process is started, the control unit 52 determines in step S51 whether the rotation speed of the crank 24 exceeds a predetermined rotation speed. The control unit 52 then terminates the seventh control process. The predetermined rotation speed is, for example, equal to an upper cadence threshold. If the rotation speed of the crank 24 does not exceed the predetermined rotation speed, the control unit 52 executes the first control process shown in FIG. 4 and terminates the seventh control process.

[0088] When the traveling speed of the human-powered vehicle 10 does not exceed a predetermined number of rotations of the crank 24, the control unit 52 can execute the third control process shown in FIG. 5, the fourth control process shown in FIG. 6, or the fifth control process shown in FIG. 7 instead of the second control process shown in FIG. 4.

[0089] (Eighth control process) The control unit 52 may control the transmission 42 so that the gear ratio decreases, and then control the transmission 42 so that the gear ratio does not increase until a predetermined time has elapsed. The control unit 52 may execute an eighth control process shown in FIG. 10 instead of the second to seventh control processes in the electric component control process according to the driving force. The control unit 52 may execute the eighth control process shown in FIG. 10 in addition to at least one of the sixth control process and the seventh control process in the electric component control process according to the driving force. When the control unit 52 starts the eighth control process, in step S11, the control unit 52 determines whether the total driving force is equal to or greater than a predetermined threshold. The control unit 52 ends the eighth control process if the total driving force is not equal to or greater than the predetermined threshold.

[0090] If the total driving force is equal to or greater than a predetermined threshold, the control unit 52 determines in step S12 whether the gear ratio of the transmission 42 is the minimum gear ratio. If the gear ratio of the transmission 42 is the minimum gear ratio, the control unit 52 ends the eighth control process. If the gear ratio of the transmission 42 is not the minimum gear ratio, the control unit 52 controls the transmission 42 to reduce the gear ratio in step S13.

[0091] Thereafter, in step S61, control unit 52 controls transmission 42 so that the gear ratio does not increase, and in step S62 determines whether a predetermined time has elapsed. If the predetermined time has elapsed, control unit 52 ends the eighth control process. The predetermined time is, for example, a time in the range of 2 seconds to 10 seconds.

[0092] Instead of the processing of steps S11 to S13 in the eighth control process, the control unit 52 can execute the processing of steps S21 to S23 shown in FIG. 5, the processing of steps S31 to S33 shown in FIG. 6, or the processing of steps S11 to S33, step S21, and step S31 shown in FIG. 7. Instead of the processing of steps S11 to S13 in the eighth control process, the control unit 52 may execute at least one of the sixth control process and the seventh control process. The control unit 52 may add the processing of steps S61 and S62 after the processing of step S7 shown in FIG. 3 is completed. The control unit 52 may add the processing of steps S61 and S62 after the processing of step S10 shown in FIG. 3 is completed.

[0093] (9th control process) When the total driving force is equal to or greater than a predetermined threshold, the control unit 52 may control the rear suspension 46 so as to increase the initial length of the rear suspension 46. In the electric component control process according to the driving force, the control unit 52 may execute a ninth control process shown in Fig. 11 instead of the second to eighth control processes. In the electric component control process according to the driving force, the control unit 52 may execute the ninth control process in addition to the second control process, third control process, fourth control process, fifth control process, sixth control process, seventh control process, or eighth control process.

[0094] When the ninth control process starts, the control unit 52 determines whether the total driving force is equal to or greater than a predetermined threshold in step S71. If the total driving force is not equal to or greater than the predetermined threshold, the control unit 52 ends the ninth control process.

[0095] If the total driving force is equal to or greater than a predetermined threshold, the control unit 52 determines in step S72 whether the initial length of the rear suspension 46 is at its maximum. If the initial length of the rear suspension 46 is at its maximum, the control unit 52 ends the ninth control process. If the initial length of the rear suspension 46 is not at its maximum, the control unit 52 controls the rear suspension 46 in step S73 so as to increase the initial length of the rear suspension 46, and then ends the ninth control process.

[0096] The control unit 52 can omit the determination process of step S72. When the determination process of step S12 is omitted, if the determination in step S71 of Fig. 11 is Yes, the control unit 52 executes the process of step S73.

[0097] (10th control process) When the total driving force is equal to or greater than a predetermined threshold, the control unit 52 may control the rear suspension 46 to increase the stiffness of the rear suspension 46. In the electric component control process according to the driving force, the control unit 52 may execute a tenth control process shown in Fig. 12 instead of the second to ninth control processes. In the electric component control process according to the driving force, the control unit 52 may execute the tenth control process in addition to the second control process, third control process, fourth control process, fifth control process, sixth control process, seventh control process, eighth control process, or ninth control process.

[0098] In the electric component control process according to the driving force, the control unit 52 may execute a tenth control process in addition to the second control process, the third control process, the fourth control process, the fifth control process, the sixth control process, the seventh control process, or the eighth control process and the ninth control process. When the control unit 52 starts the tenth control process, the control unit 52 determines in step S71 whether the total driving force is equal to or greater than a predetermined threshold. If the total driving force is not equal to or greater than the predetermined threshold, the control unit 52 ends the tenth control process.

[0099] If the total driving force is equal to or greater than a predetermined threshold, the control unit 52 determines in step S74 whether the stiffness of the rear suspension 46 is maximum. If the stiffness of the rear suspension 46 is maximum, the control unit 52 ends the tenth control process. If the stiffness of the rear suspension 46 is not maximum, the control unit 52 controls the rear suspension 46 in step S75 to increase the stiffness of the rear suspension 46, and then ends the tenth control process.

[0100] The control unit 52 can omit the determination process of step S74. When the determination process of step S14 is omitted, if the determination in step S71 of Fig. 12 is Yes, the control unit 52 executes the process of step S75.

[0101] (11th control process) When the total driving force is equal to or greater than a predetermined threshold, the control unit 52 may control the rear suspension 46 so as to reduce the initial length of the front suspension 44. In the electric component control process according to the driving force, the control unit 52 may execute an eleventh control process shown in Fig. 13 instead of the second to tenth control processes. In the electric component control process according to the driving force, the control unit 52 may execute the eleventh control process in addition to the second control process, third control process, fourth control process, fifth control process, sixth control process, seventh control process, eighth control process, ninth control process, or tenth control process.

[0102] In the electric component control process according to the driving force, the control unit 52 may execute an eleventh control process in addition to at least one of the second control process, the third control process, the fourth control process, the fifth control process, the sixth control process, the seventh control process, or the eighth control process, and the ninth control process and the tenth control process. When the control unit 52 starts the eleventh control process, the control unit 52 determines in step S71 whether the total driving force is equal to or greater than a predetermined threshold. If the total driving force is not equal to or greater than the predetermined threshold, the control unit 52 ends the eleventh control process.

[0103] If the total driving force is equal to or greater than a predetermined threshold, the control unit 52 determines in step S76 whether the initial length of the front suspension 44 is minimum. If the initial length of the front suspension 44 is minimum, the control unit 52 ends the eleventh control process. If the initial length of the front suspension 44 is not minimum, the control unit 52 controls the front suspension 44 in step S77 so as to reduce the initial length of the front suspension 44, and then ends the eleventh control process.

[0104] The control unit 52 can omit the determination process of step S76. When the determination process of step S76 is omitted, if the determination in step S71 of Fig. 13 is Yes, the control unit 52 executes the process of step S77.

[0105] (12th control process) When the total driving force is equal to or greater than a predetermined threshold, the control unit 52 may control the front suspension 44 to increase the stiffness of the front suspension 44. In the electric component control process according to the driving force, the control unit 52 may execute an eleventh control process shown in Fig. 14 instead of the second to eleventh control processes. In the electric component control process according to the driving force, the control unit 52 may execute a twelfth control process in addition to the second control process, third control process, fourth control process, fifth control process, sixth control process, seventh control process, eighth control process, ninth control process, tenth control process, or eleventh control process.

[0106] In the electric component control process according to the driving force, the control unit 52 may execute a twelfth control process in addition to the second control process, the third control process, the fourth control process, the fifth control process, the sixth control process, the seventh control process, or the eighth control process, and at least one of the ninth control process, the tenth control process, and the eleventh control process. When the control unit 52 starts the twelfth control process, the control unit 52 determines in step S71 whether the total driving force is equal to or greater than a predetermined threshold. If the total driving force is not equal to or greater than the predetermined threshold, the control unit 52 ends the twelfth control process.

[0107] If the total driving force is equal to or greater than a predetermined threshold, the control unit 52 determines in step S78 whether the stiffness of the front suspension 44 is maximum. If the stiffness of the front suspension 44 is maximum, the control unit 52 ends the twelfth control process. If the stiffness of the front suspension 44 is not maximum, the control unit 52 controls the front suspension 44 in step S79 to increase the stiffness of the front suspension 44, and then ends the twelfth control process.

[0108] The control unit 52 can omit the determination process of step S78. When the determination process of step S78 is omitted, if the determination in step S71 of Fig. 14 is Yes, the control unit 52 executes the process of step S79.

[0109] (13th control process) The control unit 52 may control the seat post 48 so as to increase the length of the seat post 48 when the total driving force is equal to or greater than a predetermined threshold. In the electric component control process according to the driving force, the control unit 52 may execute a thirteenth control process shown in Fig. 15 instead of the second to twelfth control processes. In the electric component control process according to the driving force, the control unit 52 may execute the thirteenth control process in addition to the second control process, third control process, fourth control process, fifth control process, sixth control process, seventh control process, eighth control process, ninth control process, tenth control process, eleventh control process, or twelfth control process.

[0110] The control unit 52 may execute a 13th control process in addition to the second, third, fourth, fifth, sixth, seventh, or eighth control process and at least one of the ninth, tenth, eleventh, and twelfth control processes. When the control unit 52 starts the 13th control process, the control unit 52 determines in step S81 whether the total driving force is equal to or greater than a predetermined threshold. If the total driving force is not equal to or greater than the predetermined threshold, the control unit 52 ends the 13th control process.

[0111] If the total driving force is equal to or greater than a predetermined threshold, the control unit 52 determines in step S82 whether the length of the seat post 48 is at its maximum. If the length of the seat post 48 is at its maximum, the control unit 52 ends the thirteenth control process. If the length of the seat post 48 is not at its maximum, the control unit 52 controls the seat post 48 in step S83 to increase the length of the seat post 48, and then ends the thirteenth control process.

[0112] The control unit 52 can omit the determination process of step S82. When the determination process of step S82 is omitted, if the determination in step S81 of Fig. 15 is Yes, the control unit 52 executes the process of step S83.

[0113] (14th control process) When the total driving force is equal to or greater than a predetermined threshold, the control unit 52 may control the chain guide 42B so that the rotational resistance of the chain guide 42B about a predetermined rotation axis does not decrease. In the electric component control process according to the driving force, the control unit 52 may execute a 14th control process shown in Fig. 16 instead of the second to 13th control processes. In the electric component control process according to the driving force, the control unit 52 may execute the 14th control process in addition to the second control process, third control process, fourth control process, fifth control process, sixth control process, seventh control process, eighth control process, ninth control process, tenth control process, eleventh control process, twelfth control process, or thirteenth control process.

[0114] The control unit 52 may execute a fourteenth control process in addition to the second, third, fourth, fifth, sixth, seventh, or eighth control process and at least one of the ninth, tenth, eleventh, twelfth, and thirteenth control processes. When the control unit 52 starts the fourteenth control process, it determines in step S91 whether the total driving force is equal to or greater than a predetermined threshold. If the total driving force is not equal to or greater than the predetermined threshold, the control unit 52 ends the fourteenth control process.

[0115] If the total driving force is equal to or greater than a predetermined threshold, the control unit 52 determines in step S92 whether the rotational resistance of the chain guide 42B is at its maximum. If the rotational resistance of the chain guide 42B is at its maximum, the control unit 52 ends the fourteenth control process. If the rotational resistance of the chain guide 42B is not at its maximum, the control unit 52 controls the chain guide 42B in step S93 so that the rotational resistance of the chain guide 42B about a predetermined rotation axis does not decrease, and then ends the fourteenth control process.

[0116] The control unit 52 can omit the determination process of step S92. When the determination process of step S92 is omitted, if the determination in step S91 of Fig. 16 is Yes, the control unit 52 executes the process of step S93.

[0117] The electrical component 20 may include at least one of the transmission 42, front suspension 44, rear suspension 46, seat post 48, and chain guide 42B. At least one of the vehicle speed sensor 62, crank rotation sensor 64, and acceleration sensor 66, which is not necessary for control, may be omitted from the human-powered vehicle 10. The driving state information may include only information necessary for control among information regarding the traveling speed of the human-powered vehicle 10, information regarding the rotation speed of the crank 24, and information regarding the acceleration in the traveling direction of the human-powered vehicle 10, and may not include information not necessary for control. The control device 40 does not need to control the motor 32. The control device 40 may be provided in the electrical component 20. The control device 40 may be provided in at least one of the transmission 42, front suspension 44, rear suspension 46, seat post 48, and chain guide 42B.

[0118] The phrase "at least one" as used herein means "one or more" of the desired options. As an example, the phrase "at least one" as used herein means "only one option" or "both of two options" when the number of options is two. As another example, the phrase "at least one" as used herein means "only one option" or "any combination of two or more options" when the number of options is three or more. [Explanation of symbols]

[0119] 10... human-powered vehicle, 18... drive train, 20... electrical component, 32... motor, 40... control device, 42... transmission, 42A... derailleur, 42B... chain guide, 44... front suspension, 46... rear suspension, 48... seat post, 60... human-powered driving force detection unit, 62... vehicle speed sensor, 64... crank rotation sensor, 66... ​​acceleration sensor

Claims

1. A control device for a human-powered vehicle, a control unit configured to control electrical components provided in the human-powered vehicle, different from the motor that provides a propulsive force to the human-powered vehicle, in response to a total driving force including a human-powered driving force acting on a drive train of the human-powered vehicle and an assist force by the motor; the control unit is configured to control the motor in accordance with the total driving force and a predetermined threshold value; the electrical components include at least one of a front suspension and a rear suspension; The control device is configured to change at least one of the initial length of the front suspension or the rear suspension, the stroke amount of the front suspension or the rear suspension, and the hardness of the front suspension or the rear suspension.

2. The control device according to claim 1 , wherein the control unit controls the front suspension so that the initial length of the front suspension decreases when the total driving force is equal to or greater than the predetermined threshold value.

3. The control device according to claim 1 or 2, wherein the control unit controls the front suspension so that the stiffness of the front suspension increases when the total driving force is equal to or greater than the predetermined threshold value.

4. The control device according to claim 1 , wherein the control unit controls the rear suspension so that the initial length of the rear suspension increases when the total driving force is equal to or greater than the predetermined threshold value.

5. The control device according to claim 1 , wherein the control unit controls the rear suspension so that the stiffness of the rear suspension increases when the total driving force is equal to or greater than the predetermined threshold value.

6. A control device for a human-powered vehicle, a control unit configured to control electrical components provided in the human-powered vehicle, different from the motor that provides a propulsive force to the human-powered vehicle, in response to a total driving force including a human-powered driving force acting on a drive train of the human-powered vehicle and an assist force by the motor; the control unit is configured to control the motor in accordance with the total driving force and a predetermined threshold value; the electrical component includes a seat post; The control device is configured such that, when the total driving force is equal to or greater than the predetermined threshold, the control unit controls the seat post so that the length of the seat post increases.

7. A control device for a human-powered vehicle, a control unit configured to control electrical components provided in the human-powered vehicle, different from the motor that provides a propulsive force to the human-powered vehicle, in response to a total driving force including a human-powered driving force acting on a drive train of the human-powered vehicle and an assist force by the motor; the drive train of the human-powered vehicle includes a chain; the electrical component includes a chain guide configured to guide the chain and rotatable about a predetermined axis of rotation; The control device is configured such that, when the total driving force is equal to or greater than a predetermined threshold, the control unit controls the chain guide so that rotational resistance of the chain guide about a predetermined rotation axis decreases.

8. the electrical components include a derailleur; The control device of claim 7 wherein the chain guide is included in the derailleur.

9. The control unit The motor is controlled based on a plurality of operating states in which the maximum value of the assist force by the motor is different from one another, The control device according to claim 1 , wherein the predetermined thresholds corresponding to the plurality of operating states are different from one another.

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