Control device for human-powered vehicles

Abstract

To provide a man-powered vehicle control device that can appropriately control a motor when movement of propulsion of the man-powered vehicle is assisted by the motor and a transmission changes a transmission ratio.SOLUTION: A man-powered vehicle control device includes a control unit configured to control a motor. The control unit is configured to reduce an upper limit of output of the motor in an upshift operation of gear changing from one of a plurality of shift stages to another so that a transmission ratio increases, reduce an upper limit in a downshift operation of gear changing from one of the plurality of shift stages to another so that the transmission ratio decreases, and control the motor so that an upper limit in the upshift operation between the predetermined two shift stages, the transmission ratios of which are different by one stage, of the plurality of shift stages is different from an upper limit in the downshift operation between the predetermined two shift stages.SELECTED DRAWING: Figure 2

Description

Technical Field

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

Background Art

[0002] In the control device for a human-powered vehicle disclosed in Patent Document 1, for example, when the propulsion of the human-powered vehicle is assisted by a traveling assist motor and the gear ratio of the transmission is changed, the output of the traveling assist motor is reduced according to the human driving force.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] One object of the present disclosure is to provide a control device for a human-powered vehicle that can suitably control a motor when the propulsion of the human-powered vehicle is assisted by the motor and the transmission changes the gear ratio.

Means for Solving the Problems

[0005] A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle includes a motor that provides propulsion to the human-powered vehicle and a transmission that changes the gear ratio of the human-powered vehicle between a plurality of gear stages, and comprises a control unit configured to control the motor, wherein the control unit is configured to lower an upper limit of the output of the motor in an upshift operation that changes from one of the plurality of gear stages to another so that the gear ratio increases, and to lower an upper limit in a downshift operation that changes from one of the plurality of gear stages to another so that the gear ratio decreases, and controls the motor such that the upper limit in the upshift operation between two predetermined gear stages with a gear ratio difference of one step is different from the upper limit in the downshift operation between the two predetermined gear stages. According to the control device on the first side, the control unit reduces the upper limit of the motor output during upshift and downshift operations, making it easier for the transmission to shift gears. According to the control device on the first side, the motor can be suitably controlled at an upper limit of the motor output suitable for upshift and downshift operations between two predetermined shift stages with a gear ratio difference of one step among a plurality of shift stages.

[0006] In a control device according to a second aspect of the first aspect of this disclosure, the control unit is configured to control the motor so that the upper limit does not decrease when changing to the smallest of the plurality of gear ratio stages. According to the control device on the second side, the control unit controls the motor so that the upper limit of the motor output does not decrease when changing the gear ratio related to the minimum gear shift stage. Therefore, when the load on the transmission is small and gear shifting is easy, the rider is less likely to feel a decrease in the motor's assist force.

[0007] In a control device according to a third aspect of the first or second aspect of the present disclosure, the control unit is configured to control the motor so as not to reduce the upper limit in the upshift operation between two predetermined gear shift stages. According to the control device on the third side, the control unit controls the motor so as not to reduce the upper limit of the motor output during an upshift operation between two predetermined gear shift stages, so that the rider does not feel a decrease in motor assist force during an upshift operation between two predetermined gear shift stages.

[0008] In a control device according to a fourth aspect of any one of the first to third aspects of this disclosure, the control unit is configured to control the motor such that the upper limit in the upshift operation between two predetermined gear shift stages is lower than the upper limit in the downshift operation between two predetermined gear shift stages. According to the control device on the fourth side, the control unit lowers the upper limit of the motor output during an upshift operation between two predetermined gear shift stages to a lower limit of the motor output during a downshift operation between two predetermined gear shift stages. Therefore, during an upshift operation between two predetermined gear shift stages, the transmission shifts more easily, and during a downshift operation between two predetermined gear shift stages, the rider does not feel a significant decrease in motor assist force.

[0009] In a control device according to a fifth aspect of any one of the first to third aspects of this disclosure, the control unit is configured to control the motor such that the upper limit in the downshift operation between two predetermined gear stages is lower than the upper limit in the upshift operation between two predetermined gear stages. According to the control device on the fifth side, the control unit lowers the upper limit of the motor output during a downshift operation between two predetermined gear shift stages to a lower limit of the motor output during an upshift operation between two predetermined gear shift stages. Therefore, during a downshift operation between two predetermined gear shift stages, the transmission shifts more easily, and during an upshift operation between two predetermined gear shift stages, the rider does not feel a significant decrease in motor assist force.

[0010] A control device of a sixth aspect according to any one of the first to third aspects of the present disclosure, wherein the plurality of gear stages include two first predetermined gear stages with gear ratios differing by one step and two second predetermined gear stages with gear ratios differing by one step, and the control unit is configured to control the motor such that the upper limit in the upshift operation between the first two predetermined gear stages is lower than the upper limit in the downshift operation between the first two predetermined gear stages, and to control the motor such that the upper limit in the downshift operation between the second two predetermined gear stages is lower than the upper limit in the upshift operation between the second two predetermined gear stages. According to the control device on the sixth side, the control unit lowers the upper limit of the motor output during an upshift operation between two predetermined gear stages to a lower limit of the motor output during a downshift operation between two predetermined gear stages. Therefore, during an upshift operation between two predetermined gear stages, the transmission shifts more easily, and during a downshift operation between two predetermined gear stages, the rider does not feel a decrease in motor assist force. According to the control device on the sixth side, the control unit lowers the upper limit of the motor output during a downshift operation between two predetermined gear stages to a lower limit of the motor output during an upshift operation between two predetermined gear stages. Therefore, during a downshift operation between two predetermined gear stages, the transmission shifts more easily, and during an upshift operation between two predetermined gear stages, the rider does not feel a decrease in motor assist force.

[0011] In a control device according to the seventh aspect of the sixth aspect of this disclosure, the gear ratio in each of the first two predetermined gear stages is the gear ratio in the second two predetermined gear stages Each It is smaller than the aforementioned gear ratio. According to the control device on the seventh side, the control unit can make the upper limit of the motor output in an upshift operation smaller than the upper limit in a downshift operation in two first predetermined shift stages where the gear ratio is smaller than the gear ratio in two second predetermined shift stages.

[0012] In a control device according to an eighth aspect of the present disclosure, the control unit is configured to control the motor such that, when reducing the output of the motor by changing the upper limit, the output of the motor is gradually reduced over a first period. According to the control device on the eighth side, the control unit gradually reduces the motor output over a first period, making it less likely for the rider to notice any discomfort due to the decrease in motor output.

[0013] In a control device of the ninth aspect according to the eighth aspect of this disclosure, the first period is a first time, and the first time is 0.05 seconds or more and 0.3 seconds or less. According to the control unit on the ninth side, the control unit gradually reduces the motor output over a first period of time, so the rider is less likely to notice any discomfort due to the decrease in motor output.

[0014] In a control device according to a tenth aspect of any one of the first to ninth aspects of this disclosure, the control unit is configured such that when it reduces the output of the motor by lowering the upper limit, after a predetermined period of time has elapsed since the motor output was reduced, it controls the motor to increase the upper limit to the upper limit that was at the time immediately before the reduction. According to the control device on the 10th side, the control unit increases the motor output to the upper limit value that was present just before the reduction once a predetermined period has elapsed since the reduction. Therefore, once the predetermined period has elapsed, the control unit can control the motor with the same upper limit value as before the reduction.

[0015] In the control device of the 11th aspect according to the 10th aspect of this disclosure, the predetermined period includes the period until the amount of rotation of the wheels of the human-powered vehicle reaches a predetermined amount of rotation, wherein the predetermined amount of rotation is 30 degrees or more and less than 460 degrees. According to the control device on the 11th side, when the rotation amount of the wheels of the human-powered vehicle reaches a predetermined amount of rotation, the control unit can control the motor with the same upper limit as before the upper limit was reduced.

[0016] In a control device of a twelfth aspect according to a tenth or eleventh aspect of the present disclosure, the control unit is configured to gradually increase the output of the motor over a second period when increasing the upper limit and increasing the output of the motor. According to the control device of the 12th aspect, the control unit gradually increases the output of the motor over the second period, so that the rider is less likely to feel discomfort due to the increase in the output of the motor.

[0017] In the control device of the 13th aspect according to the 12th aspect of the present disclosure, the second period is the second time, and the second time is 0.05 seconds or more and 0.2 seconds or less. According to the control device of the 13th aspect, the control unit gradually increases the output of the motor over the second time, so that the rider is less likely to feel discomfort due to the increase in the output of the motor.

[0018] In the control device of the 14th aspect according to any one of the 1st to 13th aspects of the present disclosure, when the control unit changes the upper limit value, the control unit is configured to control the motor so that the upper limit value decreases as the human driving force applied to the human-powered vehicle increases. According to the control device of the 14th aspect, the control unit decreases the upper limit value of the output of the motor as the human driving force increases, so that the decrease in the shifting performance of the transmission can be further suppressed.

[0019] In the control device of the 15th aspect according to any one of the 1st to 13th aspects of the present disclosure, the control unit is configured to control the transmission so as to start the operation of the transmission according to the peak time of the human driving force applied to the human-powered vehicle. According to the control device of the 15th aspect, the control unit starts the operation of the transmission according to the peak time of the human driving force, so that the gear ratio can be changed at a time suitable for the human driving force.

[0020] A control device according to a 16th aspect of the 15th aspect of the present disclosure, wherein the transmission includes a plurality of rotating bodies and a derailleur that changes the gear ratio by shifting a transmission from one of the plurality of rotating bodies to another, at least one of the plurality of rotating bodies including at least two gear-shifting acceleration regions in the circumferential direction, the at least two gear-shifting acceleration regions being regions that accelerate the movement of a transmission by the derailleur from one of the plurality of rotating bodies to the other of the plurality of rotating bodies, and the control unit is configured to control the transmission to start operation of the transmission in accordance with the peak time and the interval between one of the at least two gear-shifting acceleration regions and the other adjacent one of the at least two gear-shifting acceleration regions, and to control the motor to decrease the upper limit in accordance with the peak time and the interval. According to the control device on the 16th side, the control unit can start the operation of the transmission at a time suitable for the peak time and the interval between at least two gear shift acceleration regions and the other adjacent gear shift acceleration region, and reduce the upper limit of the motor output.

[0021] A control device according to a 17th aspect of any one of the 10th to 13th aspects of the present disclosure, wherein the transmission includes a plurality of rotating bodies and a derailleur that changes the gear shift stage by shifting a transmission from one of the plurality of rotating bodies to another, at least one of the plurality of rotating bodies including at least two gear shift acceleration regions in the circumferential direction, the at least two gear shift acceleration regions being regions that accelerate the movement of a transmission by the derailleur from one of the plurality of rotating bodies to the other of the plurality of rotating bodies, the predetermined period being determined according to the length of the portion in which the other of the plurality of rotating bodies engages with the transmission and the distance from one of the at least two gear shift acceleration regions to the other adjacent of the at least two gear shift acceleration regions. According to the control device of the 17th aspect, after the elapse of a period corresponding to a predetermined period determined according to the length of the portion where the transmission body engages with another adjacent one of the plurality of rotating bodies and the interval from one of the at least two speed change acceleration regions to another adjacent one of the at least two speed change acceleration regions, the upper limit value of the output of the motor can be increased.

[0022] In the control device of the 18th aspect according to the 16th or 17th aspect of the present disclosure, the delay roller includes a rear delay roller. According to the control device of the 18th aspect, the control unit can preferably change the gear ratio by the rear delay roller.

[0023] The control device according to the 19th aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle includes a motor that applies a driving force to the human-powered vehicle and a transmission that changes the gear ratio of the human-powered vehicle between a plurality of gear stages, and includes a control unit configured to control the motor. When the gear ratio is changed from one of the plurality of gear stages to another so as to increase in a first group including at least two of the plurality of gear stages, the control unit decreases the upper limit value of the output of the motor. When the gear ratio is changed from one of the plurality of gear stages to another so as to decrease in a second group including at least two of the plurality of gear stages, the control unit decreases the upper limit value of the output of the motor. At least one of the at least two gear stages included in each of the first group and the second group, and at least one of the numbers of the at least two gear stages included in each of them are different from each other. According to the control device of the 19th aspect, in each of the first group and the second group, when the gear ratio is changed from one of the plurality of gear stages to another, the control unit decreases the upper limit value of the output of the motor. Therefore, in each of the first group and the second group, the motor can be preferably controlled so that the gear ratio is easily changed.

Advantages of the Invention

[0024] The control device for a human-powered vehicle according to this disclosure can suitably control the motor when the propulsion of the human-powered vehicle is assisted by the motor and the transmission changes the gear ratio. [Brief explanation of the drawing]

[0025] [Figure 1] This is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to the first embodiment. [Figure 2] Figure 1 is a block diagram showing the electrical configuration of a human-powered vehicle. [Figure 3] Figure 1 is a cross-sectional view of a drive unit for a human-powered vehicle. [Figure 4] This is a side view of one of the at least one second solid of revolution in Figure 1. [Figure 5] Figure 2 is a flowchart of the first part of the process performed by the control unit, which controls the motor and transmission. [Figure 6] Figure 2 is a flowchart of the second part of the process performed by the control unit, which controls the motor and transmission. [Figure 7] This is a timing chart showing an example of the changes in human-powered driving force and upper limit in the first embodiment. [Figure 8] This is a timing chart showing an example of changes in the communication signal and response signal in the first embodiment. [Figure 9] This is a flowchart of the process performed by the control unit of the second embodiment to control the motor. [Modes for carrying out the invention]

[0026] <First Embodiment> Figure 1 to Figure 8A control device 80 for a human-powered vehicle is described with reference to [reference]. A human-powered vehicle is a vehicle having at least one wheel and capable of being driven by at least human power. Human-powered vehicles include various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, handbikes, and recumbent bikes. The number of wheels a human-powered vehicle may have is not limited. Human-powered vehicles also include, for example, unicycles and vehicles having two or more wheels. Human-powered vehicles are not limited to vehicles capable of being driven solely by human power. Human-powered vehicles include e-bikes that utilize the driving force of an electric motor in addition to human power for propulsion. E-bikes include electric assist bicycles in which propulsion is assisted by an electric motor. Hereinafter, in each embodiment, a human-powered vehicle will be described as an electric assist bicycle.

[0027] The human-powered vehicle 10 includes at least one wheel 12 and a body 14. The at least one wheel 12 includes a front wheel 12F and a rear wheel 12R. The body 14 includes a frame 16. For example, a saddle is attached to the frame 16.

[0028] The human-powered vehicle 10 further includes, for example, a crank 18 to which human power is input. The crank 18 includes, for example, a crankshaft 20 rotatable relative to the frame 16 and a pair of crank arms 22A, 22B. The crank arm 22A is provided, for example, at the first axial end of the crankshaft 20. The crank arm 22B is provided, for example, at the second axial end of the crankshaft 20. A pedal 24A is connected to the crank arm 22A, for example. A pedal 24B is connected to the crank arm 22B, for example. A front fork 26 is connected to the frame 16. A front wheel 12F is mounted on the front fork 26. A handlebar 28 is connected to the front fork 26 via a stem 30. The rear wheel 12R is supported by the frame 16.

[0029] In this embodiment, the crank 18 is connected to the rear wheel 12R by a drive mechanism 32. The rear wheel 12R is driven by the rotation of the crankshaft 20. At least one of the front wheel 12F and the rear wheel 12R may be connected to the crank 18 by the drive mechanism 32. The drive mechanism 32 includes at least one first rotating body 34 connected to the crankshaft 20. The at least one first rotating body 34 includes, for example, a front sprocket. The at least one first rotating body 34 may include a pulley or a bevel gear. The crankshaft 20 may be connected to the front sprocket via a one-way clutch.

[0030] The drive mechanism 32 further includes at least one second rotating body 36 and a transmission body 38. The transmission body 38 is configured to transmit the rotational force of at least one first rotating body 34 to at least one second rotating body 36. The transmission body 38 includes, for example, a chain. The transmission body 38 may also include a belt or a shaft. At least one second rotating body 36 includes, for example, a rear sprocket. At least one second rotating body 36 may also include a pulley or a bevel gear. The chain is wrapped around, for example, a front sprocket and a rear sprocket. At least one second rotating body 36 is connected to, for example, a rear wheel 12R. The rear wheel 12R is configured to rotate, for example, in conjunction with the rotation of at least one second rotating body 36.

[0031] At least one second rotating body 36 and the rear wheel 12R are connected, for example, via a first one-way clutch. The first one-way clutch includes, for example, at least one of a roller clutch, a sprag clutch, and a ratchet clutch. The first one-way clutch is configured to transmit driving force from at least one second rotating body 36 to the rear wheel 12R when at least one second rotating body 36 rotates in conjunction with the forward rotation of at least one first rotating body 34, and to allow relative rotation between the rear wheel 12R and at least one second rotating body 36 when the speed at which the rear wheel 12R rotates is higher than the speed at which the at least one second rotating body 36 rotates.

[0032] The human-powered vehicle 10 further includes, for example, a battery 40. The battery 40 includes one or more battery elements. The battery elements include rechargeable batteries. The battery 40 is configured to supply power to electronic equipment provided in the human-powered vehicle 10, such as a control device 80, a motor 42, and a transmission 44. The battery 40 is communicated with the control device 80, for example, by wired or wireless means. The battery 40 can communicate with the control device 80 by, for example, power line communication (PLC), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver / Transmitter).

[0033] The human-powered vehicle 10 includes a motor 42 that provides propulsion to the human-powered vehicle 10 and a transmission 44 that changes the gear ratio of the human-powered vehicle 10 between multiple gear stages.

[0034] The motor 42 is configured, for example, to drive the transmission body 38. The motor 42 is configured, for example, to impart propulsion to the human-powered vehicle 10 in response to human power. The motor 42 includes, for example, one or more electric motors. The electric motors included in the motor 42 are, for example, brushless motors. The motor 42 is configured, for example, to transmit rotational force to at least one of the members included in the power transmission path of human power from the pedals 24A, 24B to at least one second rotating body 36. The motor 42 includes, for example, an output shaft 42A. The output shaft 42A transmits the rotational force of the motor 42 to at least one of the members included in the power transmission path of human power from the pedals 24A, 24B to at least one second rotating body 36.

[0035] In this embodiment, the motor 42 is configured to drive the transmission body 38, for example, via at least one first rotating body 34. The motor 42 is, for example, mounted on the frame 16 and configured to transmit rotational force to at least one first rotating body 34. The motor 42 may be configured in any way as long as it is capable of driving the transmission body 38. The motor 42 may also be configured to drive the transmission body 38 via a second rotating body 36. The motor 42 may be mounted on the hub of the human-powered vehicle 10 and configured to transmit rotational force to the second rotating body 36.

[0036] The human-powered vehicle 10 further includes a housing 46 in which a motor 42 is provided. The motor 42 and the housing 46 constitute a drive unit 48. The housing 46 is mounted on the frame 16. The housing 46 rotatably supports the crankshaft 20. The motor 42 may be configured to transmit rotational force to the transmission body 38 without the need for at least one first rotating body 34. If the motor 42 is configured to transmit rotational force to the transmission body 38 without the need for at least one first rotating body 34, for example, a sprocket that engages with the transmission body 38 is provided on the output shaft 42A or the member on which the force of the output shaft 42A is transmitted.

[0037] The drive unit 48 further includes, for example, an output unit 50. The output unit 50 and the crankshaft 20 are arranged, for example, coaxially. The output unit 50 is configured to transmit, for example, human power and the output of the motor 42. The output unit 50 is configured to transmit, for example, the rotational force of the crankshaft 20 and the output of the motor 42. The output unit 50 has, for example, a cylindrical shape. The output unit 50 is provided on the outer circumference of the crankshaft 20, for example, around the rotational axis C1 of the crankshaft 20. At least one first rotating body 34 is connected, for example, to the first end 50A of the output unit 50 so as to rotate integrally with the output unit 50.

[0038] The drive unit 48 includes, for example, a reduction gear 52. The reduction gear 52 is provided, for example, between the motor 42 and the power transmission path for human-powered driving force. The reduction gear 52 includes, for example, at least one reduction section. The at least one reduction section includes, for example, a first reduction section 52A, a second reduction section 52B, and a third reduction section 52C. The reduction gear 52 may include one, two, or four or more reduction sections.

[0039] The first reduction gear 52A receives, for example, the rotational torque of the motor 42. The first reduction gear 52A includes, for example, two gears that mesh with each other. The first reduction gear 52A may also include a belt and pulleys instead of gears. The first reduction gear 52A may also include a sprocket and chain instead of gears.

[0040] The second reduction section 52B receives, for example, the rotational torque of the motor 42 via the first reduction section 52A. The second reduction section 52B includes, for example, two gears that mesh with each other. The second reduction section 52B may include a belt and pulleys instead of gears. The second reduction section 52B may include a sprocket and chain instead of gears.

[0041] The third reduction section 52C receives, for example, the rotational torque of the motor 42 via the second reduction section 52B. The third reduction section 52C transmits, for example, the rotational torque of the motor 42 to the output section 50. The third reduction section 52C includes, for example, two gears that mesh with each other. The third reduction section 52C may include a belt and pulleys instead of gears. The third reduction section 52C may include a sprocket and chain instead of gears.

[0042] The drive unit 48 further includes, for example, a second one-way clutch 54. The second one-way clutch 54 is provided, for example, between the power transmission path from the crankshaft 20 to at least one first rotating body 34. The second one-way clutch 54 is provided, for example, between the crankshaft 20 and the output unit 50.

[0043] The second one-way clutch 54 is configured, for example, to allow at least one first rotating body 34 to rotate forward when the crankshaft 20 rotates forward, and to allow relative rotation between the crankshaft 20 and at least one first rotating body 34 when the crankshaft 20 rotates backward. The second one-way clutch 54 includes, for example, at least one of a roller clutch, a sprag clutch, and a ratchet clutch.

[0044] The drive unit 48 further includes, for example, a third one-way clutch 56. The third one-way clutch 56 is provided, for example, between the power transmission path from the motor 42 to at least one first rotating body 34. The third one-way clutch 56 is provided, for example, in the reduction gear 52.

[0045] The third one-way clutch 56 is configured, for example, to transmit the rotational force of the motor 42 to the output unit 50. The third one-way clutch 56 is configured, for example, to suppress the transmission of the rotational force of the crankshaft 20 to the motor 42 when the crankshaft 20 rotates forward. The third one-way clutch 56 includes, for example, at least one of a roller clutch, a sprag clutch, and a ratchet clutch.

[0046] The transmission 44 includes, for example, a transmission unit 58. The transmission unit 58 is provided, for example, in the transmission path of human-powered driving force in a human-powered vehicle 10 and is configured to change the gear ratio. The gear ratio is, for example, the ratio of the rotational speed of the wheel 12 to the rotational speed of the crankshaft 20. The rotational speed of the wheel 12 includes, for example, the rotational speed of the drive wheel. The transmission unit 58 includes, for example, at least one of a derailleur 58A and an internal gear hub.

[0047] If the gear shift 58 includes an internal gear hub, the internal gear hub is provided, for example, on the hub of the rear wheel 12R. In this embodiment, the gear shift 58 includes a derailleur 58A. If the gear shift 58 includes a derailleur 58A, the transmission 38 includes a chain. The transmission 38 may also include a belt. The gear shift 58 includes, for example, an electric actuator. The electric actuator is configured, for example, to operate the derailleur 58A.

[0048] The transmission 44 includes, for example, a plurality of rotating bodies 60 and a derailleur 58A. The derailleur 58A changes the gear ratio by switching the transmission body 38 from one of the plurality of rotating bodies 60 to another. The derailleur 58A is configured, for example, to move the transmission body 38 that is engaged with one of the plurality of rotating bodies 60 to another of the plurality of rotating bodies 60. The derailleur 58A is configured, for example, to operate the transmission body 38 to change the gear ratio of the rotational speed of the wheel 12 to the rotational speed of the crankshaft 20. The plurality of rotating bodies 60 include, for example, a plurality of sprockets. The derailleur 58A is configured, for example, to move the transmission body 38 that is engaged with one of the plurality of sprockets to another of the plurality of sprockets.

[0049] The derailleur 58A is configured to operate a transmission member 38 to change the gear ratio of the rotational speed of the wheel 12 to the rotational speed of the crankshaft 20. The derailleur 58A is installed in the transmission path of human-powered vehicle 10, for example, and is configured to change the gear ratio. The derailleur 58A changes the gear ratio by operating the transmission member 38 to change the engagement state between the multiple rotating bodies 60 and the transmission member 38. The relationship between the gear ratio, the rotational speed of the wheel 12, and the rotational speed of the crankshaft 20 is expressed by equation (1). In equation (1), R represents the gear ratio. In equation (1), W represents the rotational speed of the wheel 12. In equation (1), C represents the rotational speed of the crankshaft 20. Equation (1): R = W (rpm) / C (rpm)

[0050] The 58A derailleur allows you to change the gear ratio, for example, by changing the shifting stage. The 58A derailleur is configured to perform an upshift operation, for example, by changing from one of several shifting stages to another so that the gear ratio increases. The 58A derailleur is also configured to perform a downshift operation, for example, by changing from one of several shifting stages to another so that the gear ratio decreases.

[0051] The derailleur 58A is configured to operate the transmission 38 to change from one of several gear stages to another. The gear stages are set according to, for example, at least one of several rotating bodies 60. For example, each of the gear stages is set to a different gear ratio. For example, the higher the gear stage, the higher the gear ratio.

[0052] At least one first rotating body 34 includes, for example, a plurality of first rotating bodies 34. At least one second rotating body 36 includes, for example, a plurality of second rotating bodies 36. A plurality of rotating bodies 60 includes, for example, at least one of a plurality of first rotating bodies 34 and a plurality of second rotating bodies 36. A plurality of first rotating bodies 34 includes, for example, a plurality of first sprockets. A plurality of second rotating bodies 36 includes, for example, a plurality of second sprockets. A plurality of rotating bodies 60 includes, for example, at least one of a plurality of first sprockets and a plurality of second sprockets.

[0053] If the multiple rotating bodies 60 include multiple first sprockets and multiple second sprockets, the shifting stage is set according to, for example, a combination of one of the multiple first sprockets and one of the multiple second sprockets. If at least one first rotating body 34 includes one first sprocket and the multiple rotating bodies 60 include multiple second sprockets, the shifting stage is set according to, for example, a combination of one first sprocket and one of the multiple second sprockets. If the multiple rotating bodies 60 include multiple first sprockets and at least one second rotating body 36 includes one second sprocket, the shifting stage is set according to, for example, a combination of multiple first sprockets one of them And it is set according to one second sprocket.

[0054] Derailleur 58A moves, for example, a chain engaged with one of several sprockets to another of several sprockets. Derailleur 58A includes, for example, a rear derailleur 58B. If derailleur 58A includes a rear derailleur 58B and the multiple rotating bodies 60 include multiple second sprockets, the sprocket with the fewest teeth among the multiple second sprockets is selected, for example, to achieve the largest possible shifting stage achievable by derailleur 58A. If derailleur 58A includes a rear derailleur 58B and the multiple rotating bodies 60 include multiple second sprockets, the sprocket with the most teeth among the multiple second sprockets is selected, for example, to achieve the smallest possible shifting stage achievable by derailleur 58A.

[0055] If derailleur 58A includes rear derailleur 58B, for example, multiple second sprockets include two or more and no more than 20 second sprockets. 58B If it includes, for example, multiple second sprockets include 12 second sprockets.

[0056] The derailleur 58A may include a front derailleur. If the derailleur 58A includes a front derailleur and the multiple rotating bodies 60 include multiple first sprockets, the sprocket with the fewest teeth among the multiple first sprockets is selected, for example, to achieve the smallest shifting stage achievable by the derailleur 58A. If the derailleur 58A includes a front derailleur and the multiple rotating bodies 60 include multiple first sprockets, the sprocket with the most teeth among the multiple first sprockets is selected, for example, to achieve the largest shifting stage achievable by the derailleur 58A.

[0057] If the derailleur 58A includes a front derailleur, the multiple first sprockets include, for example, two or more and three or fewer first sprockets. If the derailleur 58A includes a front derailleur, the multiple first sprockets include, for example, two first sprockets.

[0058] At least one of the multiple rotating bodies 60 includes at least two gear shifting acceleration regions 62 in the circumferential direction. The at least two gear shifting acceleration regions 62 are individually set, for example, in each of the multiple first rotating bodies 34 and in at least one of each of the multiple second rotating bodies 36. The at least two gear shifting acceleration regions 62 are regions that facilitate the movement of the transmission body 38 by the derailleur 58A from one of the multiple rotating bodies 60 to another adjacent rotating body 60.

[0059] If at least two gear shifting acceleration regions 62 are individually set for each of the multiple second rotating bodies 36, for example, the at least two gear shifting acceleration regions 62 may be different for all of the multiple second rotating bodies 36, or at least two may be the same. At least one of the multiple second rotating bodies 36 may not include at least two gear shifting acceleration regions 62. For example, the smallest second sprocket among the multiple second sprockets may not include at least two gear shifting acceleration regions 62, while the other second sprockets may include at least two gear shifting acceleration regions 62.

[0060] If at least two gear shift acceleration regions 62 are individually set for each of the multiple second rotating bodies 36, for example, the at least two gear shift acceleration regions 62 include a first gear shift acceleration region 62A and a second gear shift acceleration region 62B. The first gear shift acceleration region 62A facilitates, for example, the movement of the chain from one of the multiple second sprockets to another of the multiple second sprockets. The first gear shift acceleration region 62A facilitates, for example, an increase in the gear shift stage. The first gear shift acceleration region 62A facilitates, for example, the movement of the chain from a second sprocket with more teeth to a second sprocket with fewer teeth. The first gear shift acceleration region 62A facilitates, for example, an upshift operation.

[0061] The second gear shift acceleration region 62B facilitates, for example, the movement of the chain from one of the multiple second sprockets to another of the multiple second sprockets. The second gear shift acceleration region 62B facilitates, for example, the reduction of gear shift stages. The second gear shift acceleration region 62B facilitates, for example, the movement of the chain from a second sprocket with fewer teeth to a second sprocket with more teeth. The second gear shift acceleration region 62B facilitates, for example, downshift operations.

[0062] If at least two gear shifting acceleration regions 62 are individually set for each of the multiple first rotating bodies 34, for example, the at least two gear shifting acceleration regions 62 may be different for all of the multiple first rotating bodies 34, or at least two may be the same. At least one of the multiple first rotating bodies 34 may not include at least two gear shifting acceleration regions 62. For example, the smallest first sprocket of the multiple first sprockets may not include at least two gear shifting acceleration regions 62, while the other first sprockets may include at least two gear shifting acceleration regions 62.

[0063] If at least two gear shift acceleration regions 62 are individually set for each of the multiple first rotating bodies 34, then at least two gear shift acceleration regions 62 include, for example, a third gear shift acceleration region and a fourth gear shift acceleration region. The third gear shift acceleration region accelerates, for example, the movement of the chain from one of the multiple first sprockets to another of the multiple first sprockets. The third gear shift acceleration region accelerates, for example, the increase in the gear shift stage. The third gear shift acceleration region accelerates, for example, the movement of the chain from a first sprocket with fewer teeth to a first sprocket with more teeth. The third gear shift acceleration region accelerates, for example, an upshift operation.

[0064] The fourth gear shift acceleration region facilitates, for example, the movement of the chain from one of several first sprockets to another of several first sprockets. The fourth gear shift acceleration region facilitates, for example, reducing the gear shift stage. The fourth gear shift acceleration region facilitates, for example, increasing the number of teeth on several first sprockets. 1 This facilitates the movement of the chain from one sprocket to the first sprocket with fewer teeth among several first sprockets. The fourth gear shifting acceleration region facilitates, for example, downshift operations.

[0065] Figure 4 shows one of the multiple second rotating bodies 36. In one of the multiple second rotating bodies 36 shown in Figure 4, for example, four first gear shift acceleration regions 62A and four second gear shift acceleration regions 62B are provided. Each of the four first gear shift acceleration regions 62A and each of the four second gear shift acceleration regions 62B are provided alternately in the circumferential direction of one of the multiple second rotating bodies 36.

[0066] The human-powered vehicle 10 further includes, for example, an operating unit 64 configured to operate a transmission 58. The operating unit 64 is provided, for example, on a handlebar 28. The operating unit 64 may be connected to the transmission 58 by a Bowden cable or the like, or it may be electrically connected to the transmission 58 in a way that allows it to communicate with the transmission 58. If the operating unit 64 is electrically connected to the transmission 58 in a way that allows it to communicate with the transmission 58, the transmission 58 may include, for example, an electric actuator.

[0067] The human-powered vehicle 10 may further include a display unit 66. The display unit 66 may include, for example, a display. The display unit 66 may include a cycle computer. The display may include, for example, a liquid crystal display. The display may include a segment display or an organic EL display. The display unit 66 may include a light-emitting unit such as an LED (Light-Emitting Diode).

[0068] The control unit 82 is configured to control the display unit 66 to display display information. The display unit 66, for example, displays the display information on a display. The display unit 66 is configured to communicate with the control unit 82, for example, by wired or wireless means. The display information includes, for example, graphs, numerical values, gauges, characters, and at least one of lights.

[0069] The display unit 66 may include a speaker in place of or in addition to the display. The speaker displays the display information by sound, for example. If the display unit 66 includes a speaker, the display information includes, for example, voice, melody, and beeps.

[0070] The human-powered vehicle 10 may further include at least one IoT (Internet of Things) device 68. The at least one IoT device 68 is, for example, connected to the internet. The at least one IoT device 68 may include, for example, multiple IoT devices 68. If the at least one IoT device 68 includes multiple IoT devices 68, the multiple IoT devices 68 are configured to communicate with each other via the internet. The at least one IoT device 68 may include, for example, various electrical components provided in the human-powered vehicle 10. The electrical components may include, for example, a battery 40, a drive unit 48, a gearbox 44, a display unit 66, a lamp 70, an electrically adjustable seat post, an electric suspension, an electric brake, and at least one of a cycle computer.

[0071] The human-powered vehicle 10 may further include a lamp 70. The lamp 70 may include, for example, a front lamp. The front lamp is mounted, for example, on the front fork 26. The lamp 70 may also include, for example, a tail lamp in place of or in addition to the front lamp. The tail lamp is mounted, for example, on the seat stay of the human-powered vehicle 10. The lamp 70 may be powered, for example, from a battery 40, or from a battery different from battery 40.

[0072] The human-powered vehicle 10 further includes, for example, a vehicle speed detection unit 72. The vehicle speed detection unit 72 is communicated with, for example, a control unit 82 by wire or wireless means. The vehicle speed detection unit 72 is configured to detect, for example, information relating to the vehicle speed of the human-powered vehicle 10. The vehicle speed detection unit 72 is configured to detect, for example, information relating to the rotational speed of the wheels 12. The vehicle speed detection unit 72 is configured to detect, for example, a magnet provided on at least one of the front wheel 12F and the rear wheel 12R.

[0073] The vehicle speed detection unit 72 is configured to output a predetermined number of detection signals during one rotation of the wheel 12. The predetermined number of signals is, for example, 1. The vehicle speed detection unit 72 outputs a signal corresponding to the rotational speed of the wheel 12. The control unit 82 can calculate the vehicle speed of the human-powered vehicle 10 based on the signal corresponding to the rotational speed of the wheel 12 and information regarding the circumference of the wheel 12. The storage unit 84 stores, for example, information regarding the circumference of the wheel 12.

[0074] The human-powered vehicle 10 further includes, for example, a crank rotation state detection unit 74. The crank rotation state detection unit 74 is communicated with, for example, a control unit 82 by wire or wireless means. The crank rotation state detection unit 74 detects, for example, the amount of rotation of the crankshaft 20 and at least one first rotating body 34.

[0075] The crank rotation state detection unit 74 is configured to detect information corresponding to, for example, the rotational speed of the crankshaft 20 and at least one of the rotational speeds of the at least one first rotating body 34. The information corresponding to the rotational speed of the crankshaft 20 includes, for example, the angular acceleration of the crankshaft 20. The information corresponding to the rotational speed of the at least one first rotating body 34 includes, for example, the angular acceleration of the at least one first rotating body 34.

[0076] The crank rotation state detection unit 74 is configured to output a signal corresponding to, for example, the rotational speed of the crankshaft 20 and at least one of the rotational speeds of the at least one first rotating body 34. The crank rotation state detection unit 74 is configured to output a detection signal corresponding to at least one rotation angle of the crankshaft 20 and at least one of the at least one first rotating body 34 while the crankshaft 20 and at least one of the at least one first rotating body 34 complete one rotation.

[0077] The crank rotation state detection unit 74 includes, for example, a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. The crank rotation state detection unit 74 includes, for example, an annular magnet with multiple magnetic poles arranged in the circumferential direction. The annular magnet is provided, for example, between the crankshaft 20, at least one first rotating body 34, or between the crankshaft 20 and at least one first rotating body 34 in the power transmission path. The annular magnet includes, for example, one south pole and one north pole. The south pole and the north pole each extend continuously for 180 degrees around the rotational axis C1 of the crankshaft 20. The crank rotation state detection unit 74 may include an optical sensor, an acceleration sensor, a gyro sensor, or a torque sensor instead of the magnetic sensor.

[0078] The crank rotation state detection unit 74 is provided, for example, on the frame 16. When the crank rotation state detection unit 74 is provided on the frame 16, the crank rotation state detection unit 74 may include a vehicle speed sensor. When the crank rotation state detection unit 74 includes a vehicle speed sensor, the control unit 82 may be configured to calculate the rotational speed of the crankshaft 20 according to the vehicle speed detected by the vehicle speed sensor and the gear ratio. The crank rotation state detection unit 74 may also be provided on the drive unit 48.

[0079] The crank rotation state detection unit 74 may be configured to detect the amount of rotation of at least one second rotating body 36. The crank rotation state detection unit 74 may be configured to detect information corresponding to the rotational speed of at least one second rotating body 36. The information corresponding to the rotational speed of at least one second rotating body 36 includes, for example, the angular acceleration of at least one second rotating body 36. The crank rotation state detection unit 74 may be configured to output a signal corresponding to the rotational speed of at least one second rotating body 36.

[0080] The human-powered vehicle 10 further includes, for example, a human-powered force detection unit 76. The human-powered force detection unit 76 is communicated with, for example, a control unit 82 by wire or wireless means. The human-powered force detection unit 76 is configured to output a signal corresponding to the torque applied to the crankshaft 20 by the human-powered force. The signal corresponding to the torque applied to the crankshaft 20 by the human-powered force includes information about the human-powered force input to the human-powered vehicle 10.

[0081] The human-powered driving force detection unit 76 is provided, for example, on a member included in the human-powered driving force transmission path or on a member included in the vicinity of a member included in the human-powered driving force transmission path. The members included in the human-powered driving force transmission path include, for example, a crankshaft 20 and a member that transmits human-powered driving force between the crankshaft 20 and at least one first rotating body 34. The human-powered driving force detection unit 76 is provided, for example, on a power transmission unit configured to transmit human-powered driving force from the crankshaft 20 to the output unit 50. The power transmission unit is provided, for example, on the outer circumference of the crankshaft 20.

[0082] The human-powered driving force detection unit 76 includes a strain sensor, a magnetostrictive sensor, or a pressure sensor. The strain sensor includes a strain gauge. The human-powered driving force detection unit 76 may have any configuration as long as it can acquire information about the human-powered driving force.

[0083] The human power driving force detection unit 76 is, for example, the crank arms 22A, 22B at least one of the Alternatively, it may be provided on at least one of the pedals 24A and 24B. If the human-powered driving force detection unit 76 is provided on at least one of the pedals 24A and 24B, the human-powered driving force detection unit 76 may include a sensor that detects the pressure applied to at least one of the pedals 24A and 24B. The human-powered driving force detection unit 76 may be provided on the chain included in the transmission body 38. If the human-powered driving force detection unit 76 is provided on the chain, the human-powered driving force detection unit 76 may include a sensor that detects the tension of the chain.

[0084] The human-powered vehicle 10 further includes, for example, a motor load detection unit 78 configured to detect the load of a motor 42. The motor load detection unit 78 is communicated with, for example, a control unit 82 by wire or wireless means. The motor load detection unit 78 is configured to detect the load of a motor 42. The motor load detection unit 78 includes, for example, a current sensor that detects the current flowing through the motor 42 and a rotation sensor that detects the rotational speed of the motor 42. The load of the motor 42 can be detected using known techniques based on the current flowing through the motor 42 and the rotational speed of the motor 42, so a detailed explanation is omitted. The motor load detection unit 78 may be included in the motor 42.

[0085] The control device 80 for a human-powered vehicle includes a control unit 82. The control device 80 may be provided, for example, on the vehicle body 14 or on the drive unit 48. The control unit 82 includes, for example, an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit included in the control unit 82 includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit).

[0086] The arithmetic processing unit included in the control unit 82 may be located in multiple locations that are geographically separated from each other. Part of the arithmetic processing unit may be located in the human-powered vehicle 10, while other parts may be located on a server connected to the Internet. When the arithmetic processing unit is located in multiple geographically separated locations, each part of the arithmetic processing unit is connected to each other via a wireless communication device so as to be able to communicate with one another. The control unit 82 may include one or more microcomputers.

[0087] The control device 80 further comprises, for example, a storage unit 84. The storage unit 84 is communicated with, for example, the control unit 82 by wire or wireless means. The storage unit 84 stores, for example, control programs and information used for control processing. The storage unit 84 includes, for example, non-volatile memory and volatile memory. The non-volatile memory includes, for example, at least one of ROM (Read-Only Memory), EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory), and flash memory. The volatile memory includes, for example, RAM (Random Access Memory).

[0088] The control device 80 may further include a drive circuit for the motor 42. The control unit 82 and the drive circuit are, for example, provided in the housing 46. The control unit 82 and the drive circuit may be provided on the same circuit board. The drive circuit is, for example, communicated with the control unit 82 by wire or wireless means. The drive circuit drives the motor 42 in response to a control signal from the control unit 82, for example.

[0089] The drive circuit is electrically connected to, for example, the motor 42. The drive circuit controls, for example, the supply of power from the battery 40 to the motor 42. The drive circuit includes, for example, an inverter circuit. The inverter circuit includes, for example, a plurality of transistors. The inverter circuit includes, for example, a configuration in which a plurality of inverter sections, each consisting of a pair of transistors connected in series, are connected in parallel. The inverter circuit may have a current sensor that detects the current flowing through the inverter circuit. The current sensor is communicated with, for example, the control unit 82 by wire or wireless means.

[0090] The control unit 82 is configured to control the motor 42. The control unit 82 is configured to control the motor 42 according to the state of the human-powered vehicle 10, for example. The control unit 82 is configured to control the motor 42 so as to change the output of the motor 42 according to the human-powered driving force input to the human-powered vehicle 10, for example. The control unit 82 is configured to control the motor 42 so as to change the propulsion force according to the human-powered driving force input to the human-powered vehicle 10, for example. The control unit 82 is configured to control the motor 42 according to the human-powered driving force detected by the human-powered driving force detection unit 76, for example.

[0091] The control unit 82 is configured to control the motor 42 in accordance with, for example, the rotational speed of the crankshaft 20 detected by the crank rotation state detection unit 74 and at least one of the rotational speeds of the at least one first rotating body 34. The control unit 82 is configured to control the motor 42 in accordance with, for example, the vehicle speed of the human-powered vehicle 10 detected by the vehicle speed detection unit 72.

[0092] The control unit 82 may be configured to drive the motor 42 to impart propulsion to the human-powered vehicle 10 in accordance with at least one of the human-powered driving force or the rotational speed of the crankshaft 20, when the vehicle speed of the human-powered vehicle 10 is less than the first vehicle speed. The first vehicle speed is, for example, the speed stipulated by the laws of each country. The first vehicle speed is, for example, 24 km / h, 25 km / h, 30 km / h, 32 km / h, or 45 km / h.

[0093] The control unit 82 is configured, for example, to control the motor 42 so that the assist level provided by the motor 42 reaches a predetermined assist level. The assist level includes, for example, the ratio of the motor 42's output to the human-powered driving force input to the human-powered vehicle 10, the maximum value of the motor 42's output, and at least one of the levels at which the motor 42's output fluctuations are suppressed when the motor 42's output decreases.

[0094] The control unit 82 is configured to control the motor 42 such that the ratio of the assist force to the human-powered driving force becomes a predetermined ratio. The human-powered driving force corresponds to the propulsion force of the human-powered vehicle 10 generated by the user rotating the crankshaft 20. The human-powered driving force corresponds to the driving force input to at least one first rotating body 34 by the user rotating the crankshaft 20. The control unit 82 is configured to allow selection of an assist mode and an assist stop mode.

[0095] The assist force includes, for example, a driving force input to at least one first rotating body 34 in accordance with the output of the motor 42. The assist force corresponds, for example, to the propulsion force of the human-powered vehicle 10 generated by the rotation of the motor 42. If the drive unit 48 includes a reduction gear 52, for example, the assist force corresponds to the output of the reduction gear 52.

[0096] The predetermined ratio is not constant and may vary depending on the human power driving force, the rotational speed of the crankshaft 20, the rotational speed of at least one of the first rotating body 34, and the vehicle speed.

[0097] The human-powered driving force corresponds to the propulsion force of the human-powered vehicle 10 generated, for example, by the user rotating the crankshaft 20. The human-powered driving force corresponds to the driving force input to at least one first rotating body 34 by the user rotating the crankshaft 20. The human-powered driving force is expressed, for example, by at least one of torque and power. When the human-powered driving force is expressed by torque, for example, the human-powered driving force is written as human-powered torque. The power of the human-powered driving force is, for example, the product of the torque applied to the crankshaft 20 and the rotational speed of the crankshaft 20.

[0098] The assisting force is expressed, for example, by at least one of torque and power. When the assisting force is expressed by torque, for example, the assisting force is written as assisting torque. When the assisting force is expressed by power, for example, the assisting force is written as assisting power. The assisting power is, for example, the product of the output torque of the reduction gear 52 and the rotational speed of the output shaft of the reduction gear 52. The ratio of the assisting force to the human-powered driving force may be the ratio of the assisting torque to the human-powered torque, or the ratio of the assisting power to the human-powered power.

[0099] The control unit 82 is configured, for example, to control the motor 42 so that the assist force is less than or equal to the maximum assist force. The control unit 82 is configured, for example, to control the motor 42 so that the assist torque is less than or equal to the maximum assist torque. The maximum assist torque is, for example, a value in the range of 20 Nm or more and 200 Nm or less. The maximum assist torque is determined, for example, by the output characteristics of the motor 42 and at least one of the control modes. The control unit 82 may be configured to control the motor 42 so that the assist power is less than or equal to the maximum assist power.

[0100] The control unit 82 is configured to control the motor 42 such that the response speed of the assist torque to the human power driving force is a predetermined value. For example, the control unit 82 is configured to control the motor 42 when the human power driving force decreases. Assist torque The response speed increases when the human-powered driving force increases. Assist torque The motor 42 is configured to be controlled so that its response speed is slower than the response speed. The control unit 82 slows down the response speed by filtering, for example, when the human driving force decreases. The filter includes, for example, a time constant.

[0101] The control unit 82 is configured to control the derailleur 58A when, for example, a gear shifting condition is met. The gear shifting condition relates to, for example, at least one of the driving state of the human-powered vehicle 10, the driving environment of the human-powered vehicle 10, and the operating state of the operating unit 64. The driving environment of the human-powered vehicle 10 includes, for example, at least one of the road surface gradient and road surface resistance. The driving state of the human-powered vehicle 10 includes, for example, at least one of the vehicle speed, the rotational speed of the crankshaft 20, the human-powered driving force, and the inclination angle of the human-powered vehicle 10.

[0102] The gear shift conditions are, for example, gear shift conditions relating to automatic gear shifting, and are satisfied in at least one of the following cases: the driving state of the human-powered vehicle 10 satisfies a predetermined state, and the driving environment of the human-powered vehicle 10 satisfies a predetermined state. The driving environment of the human-powered vehicle 10 includes, for example, the gradient of the road surface and at least one of the road surface resistance. The driving state of the human-powered vehicle 10 includes, for example, the vehicle speed, the rotational speed of the crankshaft 20, the human-powered driving force, and at least one of the inclination angle of the human-powered vehicle 10. The gear shift conditions may also be satisfied when the control unit 82 receives a gear shift command from the operating unit 64. The gear shift command includes, for example, at least one gear shift command relating to an upshift operation and a gear shift command relating to a downshift operation.

[0103] The control unit 82 is configured to perform a predetermined gear shift operation, for example, by controlling the motor 42 to drive the transmission 38 and the derailleur 58A to operate the transmission 38 to change the gear ratio, when the gear shift conditions are met and a first condition relating to pedaling is met. The first condition is met in at least one of the following cases: the human power driving force is less than or equal to a first driving force, the rotational speed of the crankshaft 20 is less than or equal to a first rotational speed, and the crankshaft 20 is oscillating. The case where the crankshaft 20 is oscillating includes the case where the crankshaft 20 is not completely stopped and the rotation angle of the crankshaft 20 is maintained within a predetermined angular range. The predetermined angular range is, for example, 1 degree or more and 20 degrees or less. In the predetermined gear shift operation, for example, the control unit 82 is configured to drive the motor 42 so that no propulsion force is applied to the human-powered vehicle 10.

[0104] For example, in a predetermined gear shifting operation, if the gear shifting stage is changed multiple times, the control unit 82 controls the gear shifter 44 so that the derailleur 58A is operated to change the gear ratio by one step, and then, after a third time has elapsed, the derailleur 58A is operated again to change the gear ratio by one step. The control unit 82 may, for example, drive the motor 42 continuously in a predetermined gear shifting operation, or drive it intermittently in accordance with the operation of the derailleur 58A. The third time is, for example, greater than 0 seconds and 2 seconds or less. The third time is, for example, 1 second.

[0105] The control unit 82 may, for example, set the third time individually for each gear shift stage. The control unit 82 may, for example, increase the third time as the gear ratio increases. The control unit 82 may, for example, decrease the third time as the gear ratio decreases. The control unit 82 may change the third time according to the speed of the human-powered vehicle 10. The control unit 82 may, for example, change the third time so that the third time becomes shorter as the speed of the human-powered vehicle 10 increases. For example, the third time in an upshift operation may be different from the third time in a downshift operation. For example, the third time in an upshift operation may be shorter than the third time in a downshift operation. For example, the third time in an upshift operation may be longer than the third time in a downshift operation.

[0106] When the gear shift stage is continuously changed by the gear shifter 44 during pedaling, the control unit 82 controls the motor 42 and the gear shifter 44 so that, for example, regardless of whether the motor 42 is providing propulsion to the human-powered vehicle 10, the change to the next gear shift stage occurs after a third time has elapsed following the completion of the change to the first gear shift stage.

[0107] The control unit 82 may, when the gear shift stage is continuously changed by the gear shift 44 during pedaling, control the gear shift 44 so that it stops for a third time after the change to the first gear shift stage is completed, depending on whether the motor 42 provides propulsion to the human-powered vehicle 10. For example, the control unit 82 may control the gear shift 44 so that the third time when the gear shift stage is continuously changed by the gear shift 44 during pedaling and the motor 42 provides propulsion to the human-powered vehicle 10 is longer than the third time when the gear shift stage is continuously changed by the gear shift 44 during pedaling and the motor 42 does not provide propulsion to the human-powered vehicle 10. Cases where the motor 42 does not provide propulsion to the human-powered vehicle 10 include, for example, when the control mode of the control unit 82 is the assist stop mode, or when the vehicle speed is greater than the first vehicle speed.

[0108] The control unit 82 may be configured to allow or prohibit automatic shifting when the shifting conditions for automatic shifting are met, with the automatic shifting setting being changeable between allow and prohibit. When the automatic shifting setting is allowed, the control unit 82 may be configured to set a first allow setting and a second allow setting. The first allow setting is whether to allow or prohibit shifting when the first condition related to pedaling is not met, and the shifting conditions related to automatic shifting are met. The second allow setting is whether to allow or prohibit shifting when the first condition related to pedaling is met, and the shifting conditions related to automatic shifting are met. Do you This is the setting. If shifting is permitted in the second permission setting, a predetermined shifting operation can be performed. The auto shift setting, the first permission setting, and the second permission setting can be changed by the user, for example, using an external device that can communicate with the operation unit 64 and the control unit 80. The control unit 82 may be configured such that, for example, if the auto shift setting is permitted, both the first permission setting and the second permission setting cannot be prohibited.

[0109] The control unit 82 reduces the upper limit N of the motor 42's output during an upshift operation, which changes from one of several gear stages to another, so as to increase the gear ratio. The control unit 82 also reduces the upper limit N during a downshift operation, which changes from one of several gear stages to another, so as to decrease the gear ratio. For example, when the motor 42 provides propulsion to the human-powered vehicle 10, the control unit 82 reduces the upper limit N of the motor 42's output during an upshift operation. For example, when the motor 42 provides propulsion to the human-powered vehicle 10, the control unit 82 also reduces the upper limit N during a downshift operation.

[0110] For example, when the motor 42 provides propulsion to the human-powered vehicle 10 and changes from one of several gear stages to another to change the gear ratio, the control unit 82 controls the motor 42 by lowering the upper limit N of the motor 42's output so that the motor 42 does not output a torque greater than the upper limit N.

[0111] The control unit 82 is configured to control the motor 42 such that the upper limit N in an upshift operation between two predetermined shift stages with a gear ratio difference of one step is different from the upper limit N in a downshift operation between two predetermined shift stages. The two predetermined shift stages with a gear ratio difference of one step are ru2 The combination may include all or some of the gear shift stages. The control unit 82 is configured to control the motor 42 such that the upper limit N in an upshift operation between two predetermined gear shift stages is lower than the upper limit N in a downshift operation between two predetermined gear shift stages.

[0112] Table 1 shows an example of the relationship between the gear shift stages and the upper limit N in downshift operations and the upper limit N in upshift operations. In Table 1, the number of gear shift stages is 11. In Table 1, when the gear shift stage is downshifted from the 11th stage to the 10th stage, from the 10th stage to the 9th stage, from the 9th stage to the 8th stage, or from the 8th stage to the 7th stage, the control unit 82 sets the upper limit N to upper limit N1. When the gear shift stage is downshifted from the 7th stage to the 6th stage, from the 6th stage to the 5th stage, from the 5th stage to the 4th stage, from the 4th stage to the 3rd stage, from the 3rd stage to the 2nd stage, or from the 2nd stage to the 1st stage, the control unit 82 sets the upper limit N to upper limit N2. Upper limit N2 is, for example, substantially equivalent to the normal upper limit NA. The normal upper limit NA is, for example, the upper limit N that allows the motor 42 to provide a suitable propulsion force to the human-powered vehicle 10. The upper limit N1 is, for example, less than the upper limit N2. The normal upper limit NA may be changed, for example, depending on the assist mode.

[0113] When the gear shift stage is upshifted from the 10th stage to the 11th stage, from the 9th stage to the 10th stage, or from the 8th stage to the 9th stage, the control unit 82 sets the upper limit N to the upper limit N3. When the gear shift stage is upshifted from the 7th stage to the 8th stage, from the 6th stage to the 7th stage, from the 5th stage to the 6th stage, or from the 4th stage to the 5th stage, the control unit 82 sets the upper limit N to the upper limit N4. When the gear shift stage is upshifted from the 3rd stage to the 4th stage, from the 2nd stage to the 3rd stage, or from the 1st stage to the 2nd stage, the control unit 82 sets the upper limit N to the upper limit N2. The upper limit N3 is, for example, less than or equal to the upper limit N4. The upper limit N4 is, for example, less than the upper limit N2. The upper limits N1, N3, and N4 may be the same or different, as long as they are less than the upper limit N2. The upper limit value NA corresponds to an assist force in the range of 70 Nm or more and 120 Nm or less. Upper limit value N1, upper limit value N 3 , and upper limit N4 This value corresponds to an assist force in the range of 30 Nm or more and less than 70 Nm.

[0114] Table 1 shows, for example, if two predetermined gear shift stages include the fourth and fifth stages, the control unit 82 lowers the upper limit N in upshift operations to be lower than the upper limit N in downshift operations. For example, if two predetermined gear shift stages include the fifth and sixth stages, the control unit 82 lowers the upper limit N in upshift operations to be lower than the upper limit N in downshift operations. For example, if two predetermined gear shift stages include the sixth and seventh stages, the control unit 82 lowers the upper limit N in upshift operations to be lower than the upper limit N in downshift operations.

[0115] [Table 1]

[0116] The control unit 82 may reduce the upper limit N of the motor 42's output if, in a first group including at least two of a plurality of shift stages, the shift stage is changed from one of the plurality of shift stages to another so as to increase the gear ratio. The control unit 82 does not reduce the upper limit N if, for example, the shift stage is changed in a plurality of shift stages not included in the first group so as to increase the gear ratio. A change from one of the plurality of shift stages to another so as to increase the gear ratio includes, for example, when an upshift operation is performed.

[0117] The control unit 82 may reduce the upper limit N of the motor 42's output if, in a second group including at least two of a plurality of shift stages, the shift stage is changed from one of the plurality of shift stages to another so as to decrease the gear ratio. The control unit 82 does not reduce the upper limit N if, for example, the shift stage is changed in a plurality of shift stages not included in the second group so as to decrease the gear ratio. A change from one of the plurality of shift stages to another so as to decrease the gear ratio includes, for example, a downshift operation.

[0118] The first group and the second group differ from each other in, for example, at least one of the at least two gear shift stages included in each, and at least one of the number of the at least two gear shift stages included in each. The first group may have more gear shift stages than the second group. The first group may have fewer gear shift stages than the second group. The first group and the second group may have the same number of gear shift stages, and at least one of the gear shift stages included in the first group may not be included in the second group.

[0119] In Table 1, for example, Group 1 includes stages 4 through 11. In Table 1, for example, Group 2 includes stages 7 through 11.

[0120] The control unit 82 may be configured to control the motor 42 such that, when the upper limit N is changed, the upper limit N decreases as the human-powered driving force applied to the human-powered vehicle 10 increases. The control unit 82 may be configured to control the motor 42 such that, when the upper limit N is changed, the upper limit N decreases as the human-powered torque increases. The control unit 82 may be configured to control the motor 42 such that, when the upper limit N is changed, the upper limits N1, N3, and N4 decrease as the human-powered driving force applied to the human-powered vehicle 10 increases.

[0121] When the control unit 82 reduces the output of the motor 42 by changing the upper limit value N, it may be configured to control the motor 42 so as to gradually reduce the output of the motor 42 over a first period. When the control unit 82 reduces the output of the motor 42 by changing the upper limit value N, it may reduce the output of the motor 42 in steps up to the upper limit value N each time a fourth period of time has elapsed. When the control unit 82 reduces the output of the motor 42 by changing the upper limit value N, it may reduce the output of the motor 42 continuously up to the upper limit value N. The first period is, for example, the first hour. The first hour is, for example, 0.05 seconds or more and 0.3 seconds or less.

[0122] The control unit 82 is configured to control the motor 42 to increase the upper limit value N after a predetermined period has elapsed since the motor 42's output was reduced, for example, by lowering the upper limit value N. The control unit 82 may also be configured to control the motor 42 to increase the upper limit value N after the gear shift stage change is completed, when the motor 42's output is reduced by lowering the upper limit value N.

[0123] The control unit 82 may be configured to control the motor 42 to increase the upper limit N to the upper limit N that was present immediately before the reduction, after a predetermined period has elapsed since the reduction in the output of the motor 42. The predetermined period includes, for example, the period until the rotation amount of the wheels 12 of the human-powered vehicle 10 reaches a predetermined rotation amount. The predetermined rotation amount is, for example, 30 degrees or more and less than 460 degrees. The predetermined rotation amount may be set according to the period from when the change in the gear shift stage by the transmission 44 is started until it is completed.

[0124] The predetermined period may be determined according to the length of the portion in which the transmission body 38 engages with another adjacent rotating body 60 among the multiple rotating bodies 60, and the interval T from one of the at least two gear-shifting acceleration regions 62 to another adjacent gear-shifting acceleration region 62. The predetermined period may also be determined according to the length of the portion in which the transmission body 38 engages with another adjacent rotating body 60 among the multiple rotating bodies 60, the interval T from one of the at least two gear-shifting acceleration regions 62 to another adjacent gear-shifting acceleration region 62, and at least one of the vehicle speed and the rotational speed of the crankshaft 20. The storage unit 84 stores, for example, a table relating to the interval T for each gear-shifting stage and the length of the portion in which the rotating body 60 and the transmission body 38 engage for each gear-shifting stage. The predetermined period may be determined to become shorter as at least one of the vehicle speed and the rotational speed of the crankshaft 20 increases.

[0125] The length of the portion where the rotating body 60 and the transmission body 38 engage for each gear shifting stage includes the length of the portion where the sprocket corresponding to the gear shifting stage and the chain engage during normal driving. The spacing T includes, for example, the distance between the furthest ends of adjacent first gear shifting acceleration regions 62A and second gear shifting acceleration regions 62B in the circumferential direction of the sprocket. The spacing T includes, for example, the distance between the first tooth T1 of the sprocket that is included in the first gear shifting acceleration region 62A and is furthest from the second gear shifting acceleration region 62B, and the second tooth T2 of the sprocket that is included in the second gear shifting acceleration region 62B and is furthest from the first gear shifting acceleration region 62A, in the circumferential direction of the sprocket.

[0126] The control unit 82 is configured to gradually increase the output of the motor 42 over a second period when increasing the upper limit N and increasing the output of the motor 42. When increasing the upper limit N and increasing the output of the motor 42, the control unit 82 may increase the output of the motor 42 in steps every fifth time until it reaches the upper limit N immediately before decreasing the upper limit N. When increasing the upper limit N and increasing the output of the motor 42, the control unit 82 may continuously increase the output of the motor 42 until it reaches the upper limit N immediately before decreasing the upper limit N. The second period is, for example, the second time. The second time is, for example, 0.05 seconds or more and 0.2 seconds or less. The second period is, for example, shorter than the first period.

[0127] The control unit 82 may be configured to control the transmission 44 to start operating in accordance with the peak time of the human-powered driving force supplied to the human-powered vehicle 10. The control unit 82 may be configured to control the transmission 44 to start operating in accordance with the peak time and the interval T from one of the at least two gear-accelerating regions 62 to the other adjacent gear-accelerating region 62, and to control the motor 42 to decrease the upper limit N in accordance with the peak time and the interval T. The control unit 82 is configured to control the motor 42 and the transmission 44 in accordance with, for example, the peak time, the interval T and the length of the portion in which the rotating body 60 and the transmission body 38 engage. If there is only one gear-accelerating region 62, for example, the interval T corresponds to 360 degrees.

[0128] The human-powered driving force is minimized, for example, when one of the crank arms 22A and 22B is in the position corresponding to the top dead center, and the other crank arm 22A and 22B is in the position corresponding to the bottom dead center. The human-powered driving force is maximized, for example, when the crank arms 22A and 22B are in the position corresponding to the peak point between the top dead center and the bottom dead center. The peak time of the human-powered driving force is, for example, the time when the human-powered driving force is maximized when one of the crank arms 22A and 22B rotates from the position corresponding to the top dead center to the position corresponding to the bottom dead center. The peak time may also be the time when the human-powered driving force is maximized when one of the crank arms 22A and 22B rotates from the position corresponding to the bottom dead center to the position corresponding to the top dead center.

[0129] The control unit 82 is configured to control the transmission 44 so that, for example, when the human power driving force falls below a predetermined ratio of the human power driving force during peak time, the transmission 44 starts operating. The predetermined ratio is in the range of 10 percent or more and 90 percent or less. Preferably, the predetermined ratio is in the range of 60 percent or more and 80 percent or less.

[0130] The control unit 82 calculates, for example, the completion time required to change the gear shift stage when shifting from an adjacent gear shift stage, based on information stored in the memory unit 84. The information stored in the memory unit 84 includes, for example, a table of each gear shift stage and the completion time corresponding to each gear shift stage. The completion time is set, for example, according to the interval T for each gear shift stage and the amount of chain wrapping around the sprocket in the gear shift stage after the change. If there is no gear shift acceleration area 62, the completion time is set according to a predetermined rotation angle and, for example, the amount of chain wrapping around the sprocket in the gear shift stage after the change. The predetermined rotation angle may be a constant value or may be changed according to the size of the sprocket. The amount of chain wrapping includes the length of the portion where the sprocket and the transmission body 38 engage. The control unit 82 determines, for example, that the gear shift stage change is complete when the sprocket has rotated to a rotation angle corresponding to the interval T and the amount of chain wrapping.

[0131] The transmission 44 may further include a gear shift state detection unit that detects information regarding a change in the gear shift stage. The control unit 82 may determine whether the change in the gear shift stage has been completed based on the gear shift state detection unit. The gear shift state detection unit includes, for example, a sensor that outputs a signal in response to the operation of an electric actuator. The control unit 82 determines, for example, whether the change in the gear shift stage has been completed based on the output of the sensor that outputs a signal in response to the operation of the electric actuator. The control unit 82 may also determine whether the change in the gear ratio has been completed based on the rotational speed of the crankshaft 20 and the rotational speed of the wheel 12.

[0132] Referring to Figures 5 and 6, the process by which the control unit 82 controls the motor 42 will be described. For example, when power is supplied to the control unit 82, it starts processing and proceeds to step S11 of the flowchart shown in Figure 5. When the flowcharts in Figures 5 and 6 are completed, the control unit 82 continues at a predetermined interval, for example, until the power supply is stopped. each Then, the process from step S11 is repeated.

[0133] In step S11, the control unit 82 determines whether or not the crankshaft 20 rotates. If the crankshaft 20 rotates, the control unit 82 proceeds to step S12. If the crankshaft 20 does not rotate, the control unit 82 terminates the process. In step S12, the control unit 82 determines whether or not the motor 42 imparts thrust to the human-powered vehicle 10. If the motor 42 imparts thrust to the human-powered vehicle 10, the control unit 82 proceeds to step S1 3 The process then proceeds. The control unit 82 terminates the process if the motor 42 does not provide thrust to the human-powered vehicle 10.

[0134] In step S13, the control unit 82 determines whether the upshift condition is met. The upshift condition is met in at least one of the following cases: the vehicle speed is equal to or greater than the first vehicle speed, the rotational speed of the crankshaft 20 is equal to or greater than the first rotational speed, and the human power driving force is equal to or greater than the first human power driving force. The upshift condition may also be met when the control unit 82 receives a gear shift command related to an upshift operation from the operation unit 64. If the upshift condition is met, the control unit 82 proceeds to step S14.

[0135] In step S14, the control unit 82 determines whether the current gear shift stage is included in the first group. The first group includes at least two of a plurality of gear shift stages. In step S14, instead of determining whether the current gear shift stage is included in the first group, the control unit 82 may determine whether the current gear shift stage is a predetermined gear shift stage. If the current gear shift stage is included in the first group, the control unit 82 proceeds to step S15. If the current gear shift stage is not included in the first group, the control unit 82 proceeds to step S16. In step S16, the control unit 82 controls the transmission 44 to increase the gear ratio and terminates the process.

[0136] In step S15, the control unit 82 determines whether or not it is time to operate the transmission 44. The time to operate the transmission 44 is determined, for example, according to the peak time, the interval T, and the length of the portion where the rotating body 60 and the transmission body 38 of the transmission stage engage after the shift. If it is not time to operate the transmission 44, the control unit 82 repeats the process in step S15 until it is time to operate the transmission 44. If it is time to operate the transmission 44, the control unit 82 proceeds to step S17.

[0137] In step S17, the control unit 82 controls the transmission 44 to increase the gear ratio and proceeds to step S18. In step S18, the control unit 82 controls the motor 42 to decrease the upper limit N based on first information regarding the upshift operation and proceeds to step S19. The first information regarding the upshift operation includes, for example, a table like Table 1. The storage unit 84 stores the first information regarding the upshift operation. In step S18, the control unit 82 controls the motor 42 so that the upper limit N gradually decreases. The control unit 82 may perform the processing in step S18 before step S17 or simultaneously with step S17.

[0138] In step S19, the control unit 82 determines whether a predetermined period has elapsed since the output of the motor 42 was reduced. If the predetermined period has elapsed since the output of the motor 42 was reduced, the control unit 82 proceeds to step S20. If the predetermined period has not elapsed since the output of the motor 42 was reduced, the control unit 82 repeats the process in step S19 until the predetermined period has elapsed since the output of the motor 42 was reduced. In step S20, the control unit 82 controls the motor 42 so that the upper limit value N increases and terminates the process. In step S20, the control unit 82 controls the motor 42 so that the upper limit value N gradually increases. In step S20, the control unit 82 controls the motor 42 so that the upper limit value N gradually increases to the upper limit value N immediately before the upper limit value N was reduced.

[0139] If the upshift condition is not met in step S13, the control unit 82 proceeds to step S21. In step S21, the control unit 82 determines whether or not the downshift condition is met. The downshift condition is, for example, if the vehicle speed is less than or equal to the second vehicle speed which is less than the first vehicle speed, then the rotational speed of the crankshaft 20 is less than the first rotational speed. 2 The downshift condition is met in at least one of the following cases: the rotational speed is less than or equal to the first human-powered driving force, and the second human-powered driving force is less than or equal to the first human-powered driving force. The downshift condition may also be met when the control unit 82 receives a gear shift command for a downshift operation from the operating unit 64. If the downshift condition is met, the control unit 82 proceeds to step S22. If the downshift condition is not met, the control unit 82 terminates the process.

[0140] In step S22, the control unit 82 determines whether the gear shift stage after the gear shift is included in the second group. The second group includes at least two of a plurality of gear shift stages. In step S22, instead of determining whether the gear shift stage after the gear shift is included in the second group, the control unit 82 may determine whether the gear shift stage after the gear shift is a predetermined gear shift stage. If the gear shift stage after the gear shift is included in the second group, the control unit 82 proceeds to step S23. If the gear shift stage after the gear shift is not included in the second group, the control unit 82 proceeds to step S24. In step S24, the control unit 82 controls the transmission 44 to decrease the gear ratio and terminates the process.

[0141] In step S23, the control unit 82 determines whether it is time to operate the transmission 44. If it is not time to operate the transmission 44, the control unit 82 repeats the process in step S23 until it is time to operate the transmission 44. If it is time to operate the transmission 44, the control unit 82 proceeds to step S25.

[0142] In step S25, the control unit 82 controls the transmission 44 to decrease the gear ratio and proceeds to step S26. In step S26, the control unit 82 controls the motor 42 to decrease the upper limit N based on second information regarding the downshift operation and proceeds to step S19. The second information regarding the downshift operation includes, for example, a table like Table 1. The storage unit 84 stores the second information regarding the downshift operation. In step S26, the control unit 82 controls the motor 42 to gradually decrease the upper limit N. The control unit 82 may perform the processing in step S26 before step S25 or simultaneously with step S25.

[0143] The order of the processes in steps S11 and S12 may be changed. At least one of the processes in steps S11 and S12 may be omitted. Step S19 may be omitted. If step S19 is omitted, the control unit 82 proceeds to step S20 after step S18 or step S26. Steps S19 and S20 may be omitted. If steps S19 and S20 are omitted, the control unit 82 terminates the process after step S18 or step S26.

[0144] In Figure 7, the dashed line L1 represents the human power driving force when the rider is pedaling at a constant speed, the solid line L2 represents the torque of motor 42 when the upper limit N is not reduced when changing the gear ratio, and the dashed line L3 represents the torque of motor 42 when the upper limit N is reduced to the upper limit NX when changing the gear ratio. In Figure 7, the human power driving force is represented by torque. The upper limit NX corresponds to, for example, one of the upper limits N1, N3, or N4 in Table 1.

[0145] Time t11 represents the peak time of human-powered driving force. During the period from time t10 to time t11, the human-powered driving force increases. During the period from time t10 to time t11, the torque of motor 42 increases in accordance with the increase in human-powered driving force. During the period from time t11 onward, the human-powered driving force repeatedly decreases and increases. During the period from time t11 onward, when the human-powered driving force decreases, the control unit 82 slows down the response speed of motor 42 to human-powered driving force, so that the torque of motor 42 decreases gradually in accordance with the decrease in human-powered driving force.

[0146] Time t12 indicates the time when the crankshaft 20 has rotated from the peak time, and the human-powered driving force detected by the human-powered driving force detection unit 76 has fallen to 70 percent or more and 80 percent or less of the human-powered driving force at the peak time.

[0147] Time t13 indicates the time when the gear shifting conditions are met. Time t14 indicates the time when derailleur 58A begins to operate in order to change the gear shifting stage.

[0148] Time t15 indicates the time at which the control unit 82 begins controlling the motor 42 to reduce the upper limit N. Time t15 is determined according to the length of the portion of the transmission body 38 that engages with the sprocket corresponding to the changed gear shift stage. Time t15 is determined such that the time from time t12 to time t15 corresponds to, for example, the length obtained by subtracting the length of the portion of the transmission body 38 that engages with the three teeth of the sprocket corresponding to the changed gear shift stage from the length of the portion of the transmission body 38 that engages with. The control unit 82 may start controlling the motor 42 to reduce the upper limit N at time t14 without waiting until time t15. The control unit 82 may start controlling the motor 42 to reduce the upper limit N between time t14 and time t15.

[0149] Time t16 indicates the time when the first period has elapsed since time t15. Along the dashed line L3, at time t16, the torque of motor 42 decreases to the upper limit value NX.

[0150] Time t17 indicates the time when the control unit 82 starts controlling the motor 42 to increase the upper limit value N. From time t17 onward, the torque of the motor 42 increases as the upper limit value N increases.

[0151] Time t18 indicates the time when the second period has elapsed since time t17. At time t18, the upper limit N becomes the upper limit N immediately before it is reduced. Along the dashed line L3, at time t18, the torque of motor 42 increases to a torque corresponding to the human power driving force and the assist level.

[0152] The period P from time t15 to time t17 is the period from when the upper limit N begins to decrease until when it begins to increase. The control unit 82 determines times t15 and t17 so that the period P is sufficient to reduce the shift shock caused by the change in the shift stage. The period from time t13 to time t17 is substantially equal to, for example, the maximum period required to complete the change in the shift stage, which is set for each shift stage. The period from time t13 to time t17 corresponds to the sum of the amount of chain wrapping around the sprocket in the changed shift stage and the interval T. The control unit 82 can convert information about length or angle into information about time by using a coefficient corresponding to the vehicle speed or the rotational speed of the crankshaft 20.

[0153] The control unit 82 may be configured to control at least one of the motor 42, the transmission 44, and the lamp 70 to stop the operation of at least one of the motor 42, the transmission 44, and the lamp 70 based on the remaining charge of the battery 40. For example, the control unit 82 is configured to control at least one of the motor 42, the transmission 44, and the lamp 70 to stop the operation of at least one of the motor 42, the transmission 44, and the lamp 70 when the remaining charge of the battery 40 falls below a predetermined level. For example, the control unit 82 is configured to control at least one of the motor 42, the transmission 44, and the lamp 70 to stop the application of propulsion force to the human-powered vehicle 10 by the motor 42, a predetermined gear shift operation, a change in the gear ratio by the transmission 44, and the illumination of the lamp 70 when the remaining charge of the battery 40 falls below a predetermined level.

[0154] When the control unit 82 stops a predetermined gear shift operation, for example, even if the gear shift conditions and a predetermined first condition are met, it will not operate the transmission 44 and will not drive the motor 42. When the change of the gear ratio by the transmission 44 is stopped, for example, even if the gear shift conditions are met, the control unit 82 will not operate the transmission 44.

[0155] The control unit 82 is configured to execute the first to fourth processes when the remaining charge of the battery 40 falls below a predetermined level. The control unit 82 is configured to execute the first to fourth processes in order according to the remaining charge of the battery 40. For example, the control unit 82 executes the first process when the remaining charge of the battery 40 falls below a first level. The predetermined level is, for example, the first level. For example, in the first process, the control unit 82 controls the motor 42 to stop providing propulsion to the human-powered vehicle 10 by the motor 42. For example, the control unit 82 executes the second process when the remaining charge of the battery 40 falls below a second level, which is less than the first level. For example, in the second process, the control unit 82 controls the motor 42 and the transmission 44 to stop a predetermined gear shift operation.

[0156] The control unit 82 executes a third process when the remaining charge of the battery 40 falls to a third charge or less, which is less than the second charge. The control unit 82 controls the transmission 44 in the third process, for example, to stop changing the gear ratio by the transmission 44. The control unit 82 executes a fourth process when the remaining charge of the battery 40 falls to a fourth charge or less, which is less than the third charge. The control unit 82 stops the lamp 70 from lighting up in the fourth process. The predetermined remaining charge is, for example, the remaining charge of the battery 40 that allows the lamp 70 to light up for two hours or more.

[0157] The second process may be omitted. If the second process is omitted, the control unit 82 controls the motor 42, for example, in the first process, to stop the application of propulsion force to the human-powered vehicle 10 by the motor 42 and to stop the gear shift control. The second and third processes may be omitted. 。 If the second and third processes are omitted, the control unit 82 controls the motor 42 and the transmission 44 to stop, for example, in the first process, from applying propulsion force to the human-powered vehicle 10 by the motor 42, from changing a predetermined speed, and from changing the gear ratio by the transmission 44.

[0158] The human-powered vehicle 10 may further include a master unit and at least one slave unit. The master unit includes, for example, a drive unit 48. The at least one slave unit includes, for example, a gearbox 44, at least one IoT device 68, a ramp 70, an electrically adjustable seatpost, an electric suspension, an electric brake, and at least one of a cycle computer. The master unit and the at least one slave unit can communicate with each other, for example, by power line communication (PLC), CAN, or UART. The master unit may include, for example, one of the gearbox 44, at least one IoT device 68, a ramp 70, an electrically adjustable seatpost, an electric suspension, an electric brake, and a cycle computer instead of the drive unit 48.

[0159] The master unit includes, for example, a master control unit. The master control unit may or may not be included in the control unit 82. The master control unit is configured to transmit a communication signal to at least one slave unit every 6th time. The communication signal is, for example, P I Includes the NG (Packet Internet Groper) command. At least one slave unit sends a response signal to the master unit in response to a communication signal from the master control unit.

[0160] The master control unit is, for example, the master unit of system but boot So In this case, the system is configured to acquire identification information from all connected slave units. The master control unit is configured, for example, to identify all connected slave units according to the identification information of all connected slave units.

[0161] The master control unit, for example, when the human-powered vehicle 10 is in motion, Master unit When the system is running, each slave unit will have P I The master control unit is configured to send an NG command every 6 hours. The master control unit determines that communication with a slave unit has been lost if, for example, it does not receive a response signal from at least one slave unit. Disconnection of communication between the master control unit and a slave unit includes, for example, a broken cable connecting the master unit and at least one slave unit. The master control unit determines that communication with a slave unit has been lost if, for example, it does not receive a response signal from at least one slave unit multiple times. The master control unit is configured to send a P every 6 hours. I In response to the NG command, the master control unit determines that communication with the slave unit has been disconnected. Therefore, when communication with the slave unit is disconnected, the master control unit can quickly recognize that communication with the slave unit has been disconnected. Even when the system is running, if the human-powered vehicle 10 is stopped, the master control unit will send a P to each slave unit. ISince it does not send an NG command, it can suppress misjudgments by the master control unit, for example, when a user is performing maintenance on a manually operated vehicle 10.

[0162] The master control unit is configured to control the display unit 66 to display information about the cable breakage, for example, when it determines that a cable is broken. The information about the cable breakage includes, for example, at least one of a code and a message corresponding to the cable breakage. The information about the cable breakage may also be displayed on the display unit 66 by a warning sound or the like.

[0163] Referring to Figure 8, an example of when the master control unit detects a cable break is explained. At time t21, the human-powered vehicle 10 starts moving, and the master unit but Human-powered vehicle 10 of This indicates the time when movement is detected. The master unit system may be started by operating the control unit that starts the system. The master control unit operates after the master unit system has been started. but Human-powered vehicle 10 of When movement is detected, the master control unit starts transmitting a communication signal to at least one slave unit. Time t22 indicates the time when the master control unit transmits a communication signal to at least one slave unit. Time t23 indicates the time when the master control unit receives a response signal from at least one slave unit.

[0164] Time t24 indicates the time when a communication signal is transmitted from the master control unit to at least one slave unit. Time t25 indicates the time when the master control unit receives a response signal from at least one slave unit. Time t26 indicates the time when a communication signal is transmitted from the master control unit to at least one slave unit. Time t27 indicates the time when the cable is disconnected. Time t28 indicates the time when a communication signal is transmitted from the master control unit to at least one slave unit.

[0165] For example, at time t28, the master control unit determines that communication with the slave unit has been disconnected because it has not received a response signal twice. Time t29 indicates the time when the human-powered vehicle 10 stops and the system terminates. The master unit's system may also be terminated by operating the system termination control.

[0166] <Second Embodiment> Referring to Figure 9, the control device 80 for a human-powered vehicle of the second embodiment will be described. Components of the control device 80 for a human-powered vehicle of the second embodiment that are common to the first embodiment are denoted by the same reference numerals as in the first embodiment, and redundant explanations are omitted.

[0167] The control unit 82 is configured to control the motor 42 according to battery information relating to the battery 40, for example. The control unit 82 is configured to change the upper limit N according to the battery information, for example. The control unit 82 is configured to calculate the upper limit N every third period according to the battery information, for example. The battery information includes, for example, the model of the battery 40, voltage V1, current A1, cell type, and at least one of the cell temperature.

[0168] The battery 40 transmits battery information to the control unit 82 at predetermined intervals, for example. The control unit 82 is configured to receive battery information from the battery 40 at predetermined intervals, for example. The control unit 82 is configured to calculate information regarding the performance of the battery 40 from the battery information, for example. The information regarding the performance of the battery 40 includes the first internal resistance D1, the second internal resistance D2, the discharge start voltage V2, and the dischargeable current value A2 of the battery 40.

[0169] The first internal resistance D1 is determined, for example, based on a table relating to the battery 40 model and cell temperature. The second internal resistance D2 is determined, for example, based on a table relating to the battery 40 cell temperature and discharge initiation voltage V2. The table relating to the battery 40 model and cell temperature, and the table relating to the battery 40 cell temperature and discharge initiation voltage V2 are stored in the storage unit 84. The discharge initiation voltage V2 is calculated, for example, by equation (2). Formula (2): V2=V1+(A1×D1)

[0170] The control unit 82, Control unit 82 When the system is started, the voltage V1 obtained from the battery 40 is set to the discharge start voltage V2, regardless of equation (2). The control unit 82 updates the voltage V1 obtained from the battery 40 to the discharge start voltage V2 each time the system is started. In equation (2), the voltage V1 and current A1 may be the average values ​​of multiple battery information transmitted from the battery 40. In equation (2), the voltage V1 and current A1 may be the average values ​​of five battery information transmitted from the battery 40. The control unit 82 compares, for example, the discharge start voltage V2 calculated from the average value of the battery information with the set discharge start voltage V2, The result of comparing the set discharge start voltage V2 with the discharge start voltage V2 calculated from the average value of the battery information is The discharge start voltage V2 is updated if it is smaller than a predetermined value.

[0171] The dischargeable current value A2 is calculated, for example, by the discharge initiation voltage V2, the second internal resistance D2, and the lower limit voltage V3 of the battery 40. The lower limit voltage V3 is, for example, 20 volts or more and 40 volts or less. The lower limit voltage V3 is, for example, 30 volts. The dischargeable current value A2 is calculated, for example, by equation (3). Formula (3): A2=(V2-V3) / D2

[0172] The control unit 82 is configured, for example, to calculate an upper limit N from the dischargeable current value A2. The upper limit N is calculated, for example, by equation (4). Formula (4): N=(A2-2) / 0.04

[0173] Referring to Figure 9, the process by which the control unit 82 controls the motor 42 according to battery information is described. For example, when power is supplied to the control unit 82, it starts processing and proceeds to step S31 of the flowchart shown in Figure 9. When the flowchart in Figure 9 ends, the control unit 82 continues at a predetermined interval, for example, until the power supply is stopped. each Then, the process from step S31 is repeated.

[0174] In step S31, the control unit 82 determines whether or not it has received battery information from the battery 40. If the control unit 82 has received battery information from the battery 40, it proceeds to step S32. If the control unit 82 has not received battery information from the battery 40, it terminates the process.

[0175] In step S32, the control unit 82 determines the first internal resistance D1 and proceeds to step S33. In step S33, the control unit 82 calculates the discharge start voltage V2 and proceeds to step S34. In step S34, the control unit 82 determines the second internal resistance D2 from the battery information and the discharge start voltage V2 and proceeds to step S35.

[0176] In step S35, the control unit 82 calculates the dischargeable current value A2 and proceeds to step S36. In step S36, the control unit 82 calculates the upper limit value N of the output of the motor 42 based on the dischargeable current value A2 and proceeds to step S3 7 The process then proceeds to step S37. The control unit 82 sets the upper limit N of the motor 42 output to the upper limit N of the motor 42 output based on the dischargeable current value A2, and terminates the process. Since the upper limit N of the motor 42 output is changed according to the internal resistance, for example, when the battery level is low and the human-powered vehicle 10 starts running in a low-temperature environment, it is prevented that the voltage of the battery 40 will drop sharply, causing the battery level display on the display unit 66 to become zero or the motor 42 to stop.

[0177] <Example of changes> The descriptions of each embodiment are illustrative of possible forms of control devices for human-powered vehicles according to this disclosure, and are not intended to limit their forms. Control devices for human-powered vehicles according to this disclosure may take, for example, forms of modifications of each embodiment shown below, and combinations of at least two non-inconsistent modifications. In the following modifications, parts common to the forms of each embodiment are denoted by the same reference numerals as in the respective embodiments, and their descriptions are omitted.

[0178] • The control unit 82 of the first and second embodiments may be configured to control the motor 42 so that the upper limit value N of the motor 42's output does not decrease when changing to the smallest gear ratio among multiple gear stages. When the upper limit value N2 of the motor 42's output is equal to the upper limit NA of the motor 42's output under normal circumstances, Table 1 shows that when changing to the smallest gear ratio among multiple gear stages, Control unit 82 This corresponds to the case where motor 42 is controlled so that the upper limit value N of motor 42's output does not decrease.

[0179] The control unit 82 in the first and second embodiments may be configured to control the motor 42 so that the upper limit value N of the motor 42's output does not decrease when changing from the smallest gear ratio among the multiple gear stages to the next smallest gear ratio. When the upper limit value N2 of the motor 42's output is equal to the upper limit NA of the motor 42's output under normal circumstances, Table 1 corresponds to the case where the motor 42 is controlled so that the upper limit value N of the motor 42's output does not decrease when changing from the smallest gear ratio among the multiple gear stages to the next smallest gear ratio.

[0180] The control unit 82 of the first and second embodiments may be configured to control the motor 42 so as not to reduce the upper limit N of the motor 42's output during upshift operations between two predetermined gear shift stages. The control unit 82 is configured to control the motor 42 so as not to reduce the upper limit N of the motor 42's output during all upshift operations. The control unit 82 is configured to control the motor 42 so as not to reduce the upper limit N of the motor 42's output during some upshift operations. When the upper limit N2 of the motor 42's output is equal to the upper limit NA of the motor 42's output under normal circumstances, Table 1 corresponds to the case where the control unit 82 is configured to control the motor 42 so as not to reduce the upper limit N of the motor 42's output during some upshift operations.

[0181] The control unit 82 of the first and second embodiments may be configured to control the motor 42 such that the upper limit N in a downshift operation between two predetermined gear shift stages is lower than the upper limit N in an upshift operation between two predetermined gear shift stages. Table 2 shows the relationship between the gear shifting stages and the upper limit N of the motor 42 output during downshift operations and during upshift operations. When the gear shifting stage is downshifted from stage 11 to stage 10, from stage 10 to stage 9, from stage 9 to stage 8, from stage 8 to stage 7, or from stage 7 to stage 6, the control unit 82 reduces the upper limit N of the motor 42 output to upper limit N5. When the gear shifting stage is downshifted from stage 6 to stage 5, from stage 5 to stage 4, from stage 4 to stage 3, from stage 3 to stage 2, or from stage 2 to stage 1, the control unit 82 sets the upper limit N of the motor 42 output to upper limit N2. The upper limit N5 of the motor 42 output may be the same as or different from upper limits N1, N3, and N4, as long as it is smaller than upper limit N2. When the gear shift stage is upshifted from the 10th stage to the 11th stage, from the 9th stage to the 10th stage, from the 8th stage to the 9th stage, or from the 7th stage to the 8th stage, the control unit 82 lowers the upper limit N to the upper limit N6. When the gear shift stage is upshifted from the 6th stage to the 7th stage, or from the 5th stage to the 6th stage , the Stages 4 to 5 , from Stage 3 to Stage 4, from Stage 2 to Stage 3, or from Stage 1 to Stage 2 If an upshift occurs, the control unit 82 sets the upper limit N to upper limit N2. The upper limit N6 of the motor 42 output may be the same as or different from the upper limits N1, N3, N4, and N5, as long as it is less than the upper limit N2. Table 2 shows that, for example, if two predetermined shift stages include the 6th and 7th stages, the control unit 82 lowers the upper limit N of the motor 42 output during downshift operations to a lower limit N of the motor 42 output during upshift operations.

[0182] [Table 2]

[0183] • Multiple gear shift stages may include two first predetermined gear shift stages with gear ratios differing by one step, and two second predetermined gear shift stages with gear ratios differing by one step. In this modified example, the control unit 82 controls the motor 42 such that, for example, the upper limit N in an upshift operation between the two first predetermined gear shift stages is lower than the upper limit N in a downshift operation between the two first predetermined gear shift stages. The control unit 82 is configured to control the motor 42 such that, for example, the upper limit N in a downshift operation between the two second predetermined gear shift stages is lower than the upper limit N in an upshift operation between the two second predetermined gear shift stages. The gear ratio in each of the two first predetermined gear shift stages is, for example, the same as the two second predetermined gear shift stages Each It is smaller than the gear ratio in [location]. Table 3 shows the relationship between the gear shifting stage and the upper limit N in downshift operations and the upper limit N in upshift operations. When the gear shifting stage is downshifted from the 11th stage to the 10th stage, from the 10th stage to the 9th stage, or from the 9th stage to the 8th stage, the control unit 82 reduces the upper limit N of the motor 42 output to the upper limit N7. When the gear shifting stage is downshifted from the 8th stage to the 7th stage, the control unit 82 sets the upper limit N of the motor 42 output to the upper limit N8. When the gear shifting stage is downshifted from the 7th stage to the 6th stage, from the 6th stage to the 5th stage, from the 5th stage to the 4th stage, from the 4th stage to the 3rd stage, from the 3rd stage to the 2nd stage, or from the 2nd stage to the 1st stage, the control unit 82 sets the upper limit N of the motor 42 output to the upper limit N2. When the gear shift stage is upshifted from the 10th stage to the 11th stage, from the 9th stage to the 10th stage, from the 8th stage to the 9th stage, from the 7th stage to the 8th stage, from the 6th stage to the 7th stage, or from the 5th stage to the 6th stage, the control unit 82 reduces the upper limit N of the motor 42's output to the upper limit N9. When the gear shift stage is upshifted from the 4th stage to the 5th stage, from the 3rd stage to the 4th stage, from the 2nd stage to the 3rd stage, or from the 1st stage to the 2nd stage, the control unit 82 sets the upper limit N of the motor 42's output to the upper limit N2. The upper limit N7 of the motor 42's output is less than the upper limit N9. The upper limit N9 is less than the upper limit N8. The upper limit N8 of the motor 42's output is less than the upper limit N2. Table 3 shows that, for example, if the first set of two predetermined gear shift stages includes the 5th and 6th stages, or the 6th and 7th stages, the upper limit N of the motor 42 output during an upshift operation will be lower than the upper limit N during a downshift operation. For example, if the second set of two predetermined gear shift stages includes the 8th and 9th stages, the 9th and 10th stages, or the 10th and 11th stages, the upper limit N of the motor 42 output during a downshift operation will be lower than the upper limit N of the motor 42 output during an upshift operation. For example, if the first set of two predetermined gear stages includes the 5th and 6th stages, or the 6th and 7th stages, and the second set of two predetermined gear stages includes the 8th and 9th stages, the 9th and 10th stages, or the 10th and 11th stages, then the gear ratio in each of the first set of two predetermined gear stages is, for example, the second set of two predetermined gear stages Each It is smaller than the gear ratio in [location]. [Table 3]

[0184] The control unit 82 may perform a combination of the control in the first embodiment and the control in the second embodiment.

[0185] The control device 80 for the human-powered vehicle of the first and second embodiments includes a control unit 82 configured to control the motor 42 such that, in an upshift operation which changes from one of a plurality of gear stages to another so as to increase the gear ratio, the upper limit N of the output of the motor 42 is reduced, and in a downshift operation which changes from one of a plurality of gear stages to another so as to decrease the gear ratio, the upper limit N in an upshift operation between two predetermined gear stages with a gear ratio difference of one step among the plurality of gear stages is different from the upper limit N in a downshift operation between two predetermined gear stages. Other configurations may be omitted.

[0186] The control device 80 for the human-powered vehicle of the first and second embodiments includes a control unit 82 that reduces the upper limit N of the output of the motor 42 when the gear ratio is increased in a first group including at least two of a plurality of gear stages, and when the gear ratio is increased in a second group including at least two of a plurality of gear stages, and when the gear ratio is decreased in a second group including at least two of a plurality of gear stages, the upper limit N of the output of the motor 42 is reduced. Other configurations may be omitted as long as the first group and the second group differ from each other in at least one of the at least two gear stages included in each and at least one of the number of at least two gear stages included in each.

[0187] As used herein, the expression "at least one" means "one or more" of the desired options. For example, as used herein, "at least one" means "only one option" or "both of the two options" if there are two options. As another example, as used herein, "at least one" means "only one option" or "a combination of two or more any options" if there are three or more options.

[0188] The ordinal numbers such as "first, second, and third" used in this specification are used simply to distinguish identical names and do not have any special meaning. [Explanation of symbols]

[0189] 10...Human-powered vehicle, 12...Wheel, 38...Transmission unit, 42...Motor, 44...Transmission unit, 58A...Derailleur, 58B...Rear derailleur, 60...Rotating body, 62...Shifting acceleration region, 80...Control device, 82...Control unit.

Claims

1. A control device for a human-powered vehicle, The human-powered vehicle includes a motor that provides propulsion to the human-powered vehicle and a transmission that changes the gear ratio of the human-powered vehicle between multiple gear stages. The motor is equipped with a control unit configured to control the motor, The control unit, In an upshift operation that changes from one of the multiple gear stages to another so as to increase the gear ratio, the upper limit of the motor output is reduced. In a downshift operation that changes from one of the multiple shift stages to another so as to decrease the gear ratio, the upper limit is reduced. The motor is controlled such that, among the plurality of gear shift stages, the upper limit in the upshift operation between two predetermined gear shift stages with a gear ratio difference of one step is different from the upper limit in the downshift operation between the two predetermined gear shift stages. A control device configured to control the motor so that the upper limit does not decrease when changing to the smallest of the multiple gear ratio stages.

2. A control device for a human-powered vehicle, The human-powered vehicle includes a motor that provides propulsion to the human-powered vehicle and a transmission that changes the gear ratio of the human-powered vehicle between multiple gear stages. The motor is equipped with a control unit configured to control the motor, The control unit, In an upshift operation that changes from one of the multiple gear stages to another so as to increase the gear ratio, the upper limit of the motor output is reduced. In a downshift operation that changes from one of the multiple shift stages to another so as to decrease the gear ratio, the upper limit is reduced. The motor is controlled such that, among the plurality of gear shift stages, the upper limit in the upshift operation between two predetermined gear shift stages with a gear ratio difference of one step is different from the upper limit in the downshift operation between the two predetermined gear shift stages. A control device configured to control the motor so as not to reduce the upper limit value in the upshift operation between the two predetermined gear shift stages.

3. A control device for a human-powered vehicle, The human-powered vehicle includes a motor that provides propulsion to the human-powered vehicle and a transmission that changes the gear ratio of the human-powered vehicle between multiple gear stages. The motor is equipped with a control unit configured to control the motor, The control unit, In an upshift operation that changes from one of the multiple gear stages to another so as to increase the gear ratio, the upper limit of the motor output is reduced. In a downshift operation that changes from one of the multiple shift stages to another so as to decrease the gear ratio, the upper limit is reduced. The motor is controlled such that, among the plurality of gear shift stages, the upper limit in the upshift operation between two predetermined gear shift stages with a gear ratio difference of one step is different from the upper limit in the downshift operation between the two predetermined gear shift stages. A control device configured to control the motor such that the upper limit in the upshift operation between the two predetermined gear shift stages is lower than the upper limit in the downshift operation between the two predetermined gear shift stages.

4. A control device for a human-powered vehicle, The human-powered vehicle includes a motor that provides propulsion to the human-powered vehicle and a transmission that changes the gear ratio of the human-powered vehicle between multiple gear stages. The motor is equipped with a control unit configured to control the motor, The control unit, In an upshift operation that changes from one of the multiple gear stages to another so as to increase the gear ratio, the upper limit of the motor output is reduced. In a downshift operation that changes from one of the multiple shift stages to another so as to decrease the gear ratio, the upper limit is reduced. The motor is controlled such that, among the plurality of gear shift stages, the upper limit in the upshift operation between two predetermined gear shift stages with a gear ratio difference of one step is different from the upper limit in the downshift operation between the two predetermined gear shift stages. The aforementioned plurality of gear shift stages include two first predetermined gear shift stages in which the gear ratio differs by one step, and two second predetermined gear shift stages in which the gear ratio differs by one step. The control unit, The motor is controlled such that the upper limit in the upshift operation between the first predetermined two shift stages is lower than the upper limit in the downshift operation between the first predetermined two shift stages. A control device configured to control the motor such that the upper limit in the downshift operation between the two predetermined second gear stages is lower than the upper limit in the upshift operation between the two predetermined second gear stages.

5. The control device according to claim 4, wherein the gear ratio in each of the two predetermined first gear stages is smaller than the gear ratio in each of the two predetermined second gear stages.

6. The control device according to claim 1 or 2, wherein the control unit is configured to control the motor such that the upper limit in the downshift operation between two predetermined shift stages is lower than the upper limit in the upshift operation between two predetermined shift stages.

7. The control device according to any one of claims 1 to 4, wherein the control unit is configured to control the motor so as to gradually reduce the output of the motor over a first period when the output of the motor is reduced by changing the upper limit value.

8. The aforementioned first period is the first hour, The control device according to claim 7, wherein the first time is 0.05 seconds or more and 0.3 seconds or less.

9. The control device according to any one of claims 1 to 4, wherein the control unit is configured to control the motor so as to increase the upper limit value to the upper limit value immediately before the upper limit value was reduced, after a predetermined period of time has elapsed since the motor output was reduced.

10. The aforementioned predetermined period includes the period until the rotation amount of the wheels of the human-powered vehicle reaches the predetermined rotation amount. The control device according to claim 9, wherein the predetermined amount of rotation is 30 degrees or more and less than 460 degrees.

11. The control device according to claim 9, wherein the control unit is configured to gradually increase the output of the motor over a second period when increasing the upper limit and increasing the output of the motor.

12. The aforementioned second period is the second hour, The control device according to claim 11, wherein the second time is 0.05 seconds or more and 0.2 seconds or less.

13. The control device according to any one of claims 1 to 4, wherein the control unit is configured to control the motor such that when the upper limit is changed, the upper limit decreases as the human-powered driving force supplied to the human-powered vehicle increases.

14. The control device according to any one of claims 1 to 4, wherein the control unit is configured to control the transmission to start operating the transmission in accordance with the peak time of the human-powered driving force supplied to the human-powered vehicle.

15. The transmission includes a plurality of rotating bodies, and a derailleur that changes the gear ratio by switching the transmission from one of the plurality of rotating bodies to another. At least one of the plurality of rotating bodies includes at least two speed-shifting regions in the circumferential direction, The at least two gear shifting acceleration regions are regions that facilitate the movement of the transmission element by the derailleur from one of the plurality of rotating bodies to the other of the plurality of rotating bodies. The control unit, The transmission is controlled to start operating in accordance with the peak time and the interval between one of the at least two gear shift acceleration regions and the other adjacent one of the at least two gear shift acceleration regions. The control device according to claim 14, configured to control the motor so as to reduce the upper limit value in accordance with the peak time and the interval.

16. The transmission includes a plurality of rotating bodies, and a derailleur that changes the gear shift stage by switching the transmission from one of the plurality of rotating bodies to another. At least one of the plurality of rotating bodies includes at least two speed-shifting regions in the circumferential direction, The at least two gear shifting acceleration regions are regions that facilitate the movement of the transmission element by the derailleur from one of the plurality of rotating bodies to the other of the plurality of rotating bodies. The control device according to claim 9, wherein the predetermined period is determined according to the length of the portion in which the other of the plurality of rotating bodies engages with the transmission body, and the distance from one of the at least two gear shift acceleration regions to the other adjacent of the at least two gear shift acceleration regions.

17. The control device according to claim 15, wherein the derailleur includes a rear derailleur.

18. A control device for a human-powered vehicle, The human-powered vehicle includes a motor that provides propulsion to the human-powered vehicle and a transmission that changes the gear ratio of the human-powered vehicle between multiple gear stages. The motor is equipped with a control unit configured to control the motor, The control unit, In a first group including at least two of the plurality of gear shift stages, when the gear ratio is increased by changing from one of the plurality of gear shift stages to another, the upper limit of the motor output is reduced. In the multiple gear shift stages not included in the first group, if the gear ratio is increased when the gear shift stage is changed from one of the multiple gear shift stages to another, the upper limit is not reduced. In a second group including at least two of the plurality of gear shift stages, when the gear ratio is reduced when the gear shift stage is changed from one to another, the upper limit of the motor output is reduced. In the multiple gear shift stages not included in the second group, if the gear ratio is reduced when changing from one of the multiple gear shift stages to another, the upper limit is not reduced. A control device wherein the first group and the second group differ from each other in at least one of the at least two gear shift stages included in each, and at least one of the number of the at least two gear shift stages included in each.

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