Control device for human-powered vehicles

Abstract

To provide a control device for a human-powered vehicle capable of suitably controlling a transmission and a motor.SOLUTION: A control device for a human-powered vehicle comprises a control unit that controls: a transmission for changing a speed change ratio being a ratio of a rotation speed of wheels of the human-powered vehicle with respect to a rotation speed of a crank shaft of the human-powered vehicle; and a motor for assisting propulsion of the human-powered vehicle. The control unit controls the transmission according to first rotation speed information relating to the rotation speed of the crank shaft, and controls the motor according to second rotation speed information relating to the rotation speed of the crank shaft, wherein the first rotation speed information and the second rotation speed information are different.SELECTED DRAWING: Figure 2

Description

[[Technical Field]]

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

[0002] For example, a control device for a human-powered vehicle disclosed in Patent Document 1 controls a transmission that changes a gear ratio of the human-powered vehicle, and a motor that assists propulsion of the human-powered vehicle. The control device for a human-powered vehicle in Patent Document 1 controls the transmission and the motor in accordance with a rotation speed of a crankshaft. [[Prior Art Documents]] [[Patent Documents]]

[0003] [[Patent Document 1]] Japanese Patent Laid-Open No. 2013-47085 [[Summary of the Invention]] [[Problem to be Solved by the Invention]]

[0004] One of the objects of the present invention is to provide a control device for a human-powered vehicle that can suitably control a transmission and a motor. [[Means for Solving the Problem]]

[0005] A control device according to a first aspect of the present invention is a control device for a human-powered vehicle, comprising: a control unit that controls a transmission changing a gear ratio which is a ratio of a rotation speed of a wheel of the human-powered vehicle to a rotation speed of a crankshaft of the human-powered vehicle, and a motor assisting propulsion of the human-powered vehicle; wherein the control unit controls the transmission in accordance with first rotation speed information related to the rotation speed of the crankshaft, and controls the motor in accordance with second rotation speed information related to the rotation speed of the crankshaft, and the first rotation speed information and the second rotation speed information are different. According to the control device described in the first aspect above, the transmission can be controlled according to first rotational speed information suitable for controlling the transmission, and the motor can be controlled according to second rotational speed information suitable for controlling the motor. Therefore, the transmission and the motor can be controlled effectively.

[0006] In the control device of the second side relating to the first side, the first rotational speed information is based on the rotational speed of the crankshaft acquired with a first sensitivity, and the second rotational speed information is based on the rotational speed of the crankshaft acquired with a second sensitivity different from the first sensitivity. According to the control device described in the second aspect above, the transmission can be controlled according to a first sensitivity suitable for controlling the transmission, and the motor can be controlled according to a second sensitivity suitable for controlling the motor.

[0007] In a control device according to the third aspect of the first or second aspect, the control unit controls the transmission according to the first rotational speed information, which is the rotational speed of the crankshaft in a first period, and controls the motor according to the second rotational speed information, which is the rotational speed of the crankshaft in a second period different from the first period. According to the control device described in the third aspect above, the transmission can be controlled according to first rotational speed information suitable for controlling the transmission, and the motor can be controlled according to second rotational speed information suitable for controlling the motor.

[0008] In the control device of the fourth side corresponding to the third side, the first period is longer than the second period. According to the control device described in the fourth aspect above, the first rotational speed information used for controlling the transmission can be calculated over a longer period than the second rotational speed information used for controlling the motor.

[0009] In the control device of the fifth side according to the third or fourth side, the first period and the second period correspond to the rotation angle of the crankshaft. According to the control device on the fifth side described above, the transmission and motor can be controlled according to the rotation angle of the crankshaft.

[0010] In a control device of a sixth side that follows any one of the third to fifth sides, the first period is 10 times or more and 1000 times or less the second period. According to the control device on the sixth side described above, the transmission can be controlled according to the rotational speed of the crank during the first period, which is more than 10 times and less than 1000 times the second period.

[0011] In a control device for the seventh side corresponding to the fifth or sixth side, the second period is 0.01 degrees or more and 1 degree or less. According to the control device on the seventh side described above, the motor can be controlled according to the rotational speed of the crank between 0.01 degrees and 1 degree.

[0012] In a control device for an eighth side that follows any one of the fifth to seventh sides, the first period is 1 degree or more and 720 degrees or less. According to the control device on the eighth side described above, the transmission can be controlled according to the rotational speed of the crank at a range of 1 degree or more and 720 degrees or less.

[0013] In a control device of the ninth side according to any one of the third to eighth sides, the control unit calculates the rotational speed of the crankshaft in the first period and the rotational speed of the crankshaft in the second period according to the output of the detection unit that detects the rotational speed of the crankshaft. According to the control device of the ninth side described above, the rotational speed of the crankshaft in the first period and the rotational speed of the crankshaft in the second period can be calculated according to the output of the detection unit that detects the rotational speed of the crankshaft.

[0014] In a control device according to a tenth aspect which follows any one of the third to ninth aspects, the control unit controls the transmission such that the gear ratio increases when a first parameter relating to the rotational speed of the crankshaft during the first period is greater than or equal to a first predetermined value. According to the control device described in the 10th aspect above, when the first parameter is greater than or equal to a first predetermined value, the transmission is controlled to increase the gear ratio, thereby reducing the load on the rider.

[0015] In a control device according to an eleventh aspect which is any one of the third to tenth aspects, the control unit controls the transmission in a first control state which controls the transmission in accordance with the rotational speed of the crankshaft in the first period if the rotational speed of the crankshaft in the third period is greater than a predetermined speed, and controls the transmission in a second control state which controls the transmission in accordance with the rotational speed of the crankshaft in the third period if the rotational speed of the crankshaft in the third period is less than or equal to the predetermined speed. According to the control device described in the 11th aspect above, if the rotational speed of the crankshaft during the third period is greater than a predetermined speed, the transmission can be controlled in the first control state, and if the rotational speed of the crankshaft during the third period is less than or equal to the predetermined speed, the transmission can be controlled in the second control state.

[0016] In the control device of the 12th side corresponding to the 11th side, the 3rd period is equal to the 2nd period. According to the control device on the 12th side described above, the third period can be made equal to the second period.

[0017] In a control device of the 13th side according to the 11th or 12th side, the control unit controls the transmission to increase the gear ratio when, in the first control state and when the rotational speed of the crankshaft in the first period is greater than the first speed, and when, in the second control state and when the rotational speed of the crankshaft in the third period is greater than the second speed, the control unit controls the transmission to increase the gear ratio. According to the control device of the 13th aspect described above, in the first control state, if the rotational speed of the crankshaft during the first period is greater than the first speed, the gear ratio can be increased, and in the second control state, if the rotational speed of the crankshaft during the third period is greater than the second speed, the gear ratio can be increased.

[0018] In the control device of the 14th side corresponding to the 13th side, the first speed is equal to the second speed. According to the control device of the fourteenth aspect, the gear ratio can be increased using the same comparison target speed in the first control state and the second control state.

[0019] In a fifteenth aspect of the control device according to any one of the eleventh to fourteenth aspects, the control unit is configured to, in the second control state, switch from the second control state to the first control state when at least one of the following conditions is satisfied: an acceleration of the human-powered vehicle in the forward traveling direction is equal to or greater than a first acceleration; a predetermined period of time has elapsed; and an acceleration of the human-powered vehicle in the vertical direction is equal to or less than a second acceleration. According to the control device of the fifteenth aspect, the state can be switched from the second control state to the first control state when at least one of the following conditions is satisfied: an acceleration of the human-powered vehicle in the forward traveling direction is equal to or greater than the first acceleration; the predetermined period of time has elapsed; and an acceleration of the human-powered vehicle in the vertical direction is equal to or less than the second acceleration.

[0020] In a sixteenth aspect of the control device according to any one of the third to fifteenth aspects, the control unit controls the transmission in accordance with the rotational speed of the crankshaft detected for each first period. According to the control device of the sixteenth aspect, the transmission can be controlled in accordance with the rotational speed of the crankshaft detected for each first period.

[0021] In a seventeenth aspect of the control device according to any one of the third to fifteenth aspects, the control unit controls the transmission in accordance with an average value of the rotational speed of the crankshaft during the first period. According to the control device of the seventeenth aspect, the transmission can be controlled in accordance with the average value of the rotational speed of the crankshaft during the first period.

[0022] A control device according to the 18th aspect of the present invention is a control device for a human-powered vehicle, comprising a transmission that changes a gear ratio which is the ratio of the rotational speed of the wheels of the human-powered vehicle to the rotational speed of the crankshaft of the human-powered vehicle, and a control unit that controls a motor that assists in the propulsion of the human-powered vehicle, wherein the control unit controls the transmission according to first information relating to at least one of the driving state and driving environment of the human-powered vehicle and a corresponding parameter, and controls the motor according to second information relating to the parameter, wherein the first information and the second information are different.

[0023] In the control device of the 19th side corresponding to the 18th side, the first information is first driving force information relating to the human-powered driving force input to the crankshaft, and the second information is second driving force information relating to the human-powered driving force. According to the control device described in the 19th aspect above, the transmission can be controlled according to first driving force information suitable for controlling the transmission, and the motor can be controlled according to second driving force information suitable for controlling the motor. Therefore, the transmission and the motor can be controlled effectively.

[0024] In the control device of the 20th side corresponding to the 19th side, the first driving force information is based on the human driving force acquired with a first sensitivity, and the second driving force information is based on the human driving force acquired with a second sensitivity different from the first sensitivity. According to the control device described in the 20th side, the transmission can be controlled according to a first sensitivity suitable for controlling the transmission, and the motor can be controlled according to a second sensitivity suitable for controlling the motor.

[0025] In the control device of the 21st side according to the 19th or 20th side, the control unit controls the transmission in accordance with the first driving force information, which is the human-powered driving force in the first period, and controls the motor in accordance with the second driving force information, which is the human-powered driving force in the second period, which is different from the first period. According to the control device described in the 21st aspect above, the transmission can be controlled according to first driving force information suitable for controlling the transmission, and the motor can be controlled according to second driving force information suitable for controlling the motor.

[0026] In the control device of the 22nd side corresponding to the 21st side, the first period is longer than the second period. According to the control device on side 22 described above, the first driving force information used for controlling the transmission can be calculated over a longer period than the second driving force information used for controlling the motor. [Effects of the Invention]

[0027] The control device for a human-powered vehicle according to this disclosure can suitably control the transmission and the motor. [Brief explanation of the drawing]

[0028] [Figure 1] A side view of a human-powered vehicle including a control device for a human-powered vehicle according to the first embodiment. [Figure 2] A block diagram showing the electrical configuration of a human-powered vehicle, including a control device for a human-powered vehicle according to the first embodiment. [Figure 3] A flowchart of the process executed by the control unit in Figure 2 to control the transmission. [Figure 4] A flowchart of the process executed by the control unit in Figure 2 to control the motor. [Figure 5] A block diagram showing the electrical configuration of a human-powered vehicle, including a control device for a human-powered vehicle according to a second embodiment. [Figure 6] A flowchart of the process executed by the control unit in Figure 5 to change the control state of the transmission. [Figure 7] A flowchart of the process executed by the control unit in Figure 5 to control the transmission. [Figure 8] A flowchart of the process performed by the control unit of the third embodiment to control the transmission. [Figure 9] A flowchart of the process performed by the control unit of the third embodiment to control the motor. [Modes for carrying out the invention]

[0029] <First Embodiment> A control device 50 for a human-powered vehicle according to a first embodiment will be described with reference to Figures 1 to 4. The human-powered vehicle 10 is a vehicle having at least one wheel and capable of being driven by at least a human-powered driving force H. The human-powered vehicle 10 includes, for example, mountain bikes, road bikes, city bikes, cargo bikes, and various types of bicycles such as hand bikes and recumbents. The number of wheels that the human-powered vehicle 10 has is not limited. The human-powered vehicle 10 also includes, for example, unicycles and vehicles having three or more wheels. The human-powered vehicle 10 is not limited to vehicles that can be driven solely by a human-powered driving force H. The human-powered vehicle 10 includes e-bikes that utilize the driving force of an electric motor for propulsion in addition to a human-powered driving force H. E-bikes include electric assist bicycles in which propulsion is assisted by an electric motor. Hereinafter, in the embodiments, the human-powered vehicle 10 will be described as a bicycle.

[0030] The human-powered vehicle 10 includes a crank 12 into which a human-powered driving force H is input. The human-powered vehicle 10 further includes wheels 14 and a body 16. The wheels 14 include a rear wheel 14A and a front wheel 14B. The body 16 includes a frame 18. The crank 12 includes a crankshaft 12A that is rotatable relative to the frame 18 and a pair of crank arms 12B provided at the axial ends of the crankshaft 12A. A pair of pedals 20 are connected to each crank arm 12B. The rear wheel 14A is driven by the rotation of the crank 12. The rear wheel 14A is supported by the frame 18. The crank 12 is connected to the rear wheel 14A by a drive mechanism 22. The drive mechanism 22 includes a first rotating body 24 connected to the crankshaft 12A. The crankshaft 12A may be connected to the first rotating body 24 so as to rotate integrally with it, or it may be connected via a first one-way clutch. The first one-way clutch is configured to allow the first rotating body 24 to rotate forward when the crank 12 rotates forward, and to allow relative rotation between the crank 12 and the first rotating body 24 when the crank 12 rotates backward. The first rotating body 24 includes a sprocket, pulley, or bevel gear. The drive mechanism 22 further includes a second rotating body 26 and a connecting member 28. The connecting member 28 transmits the rotational force of the first rotating body 24 to the second rotating body 26. The connecting member 28 includes, for example, a chain, belt, or shaft.

[0031] The second rotating body 26 is connected to the rear wheel 14A. The second rotating body 26 includes a sprocket, pulley, or bevel gear. Preferably, a second one-way clutch is provided between the second rotating body 26 and the rear wheel 14A. The second one-way clutch is configured to allow the rear wheel 14A to rotate forward when the second rotating body 26 rotates forward, and to allow relative rotation between the second rotating body 26 and the rear wheel 14A when the second rotating body 26 rotates backward.

[0032] A front wheel 14B is attached to the frame 18 via a front fork 30. A handlebar 34 is connected to the front fork 30 via a stem 32. In this embodiment, the rear wheel 14A is connected to the crank 12 by a drive mechanism 22, but at least one of the rear wheel 14A and the front wheel 14B may be connected to the crank 12 by the drive mechanism 22.

[0033] The human-powered vehicle 10 is equipped with a transmission 36. The transmission 36 changes the gear ratio R, which is the ratio of the rotational speed W of the wheels 14 of the human-powered vehicle 10 to the rotational speed C of the crankshaft 12A of the human-powered vehicle 10. The gear ratio R is the ratio of the rotational speed of the drive wheel to the rotational speed C of the crank 12. In this embodiment, the drive wheel is the rear wheel 14A. The transmission 36 includes, for example, a front derailleur, a rear derailleur, and at least one internal gear hub. If the transmission 36 includes an internal gear hub, the internal gear hub is, for example, mounted on the hub of the rear wheel 14A. The transmission 36 is configured to be operated by an actuator 38. The actuator 38 includes an electric actuator. The actuator 38 includes, for example, an electric motor.

[0034] The human-powered vehicle 10 is equipped with a motor 40. The motor 40 assists in the propulsion of the human-powered vehicle 10. The motor 40 provides propulsion to the human-powered vehicle 10. The motor 40 includes one or more electric motors. The motor 40 is configured to transmit power to at least one of the front wheels 14B, and to transmit the human-powered driving force H from the pedals 20 to the rear wheels 14A. The power transmission path of the human-powered driving force H from the pedals 20 to the rear wheels 14A includes the rear wheels 14A. In this embodiment, the motor 40 is mounted on the frame 18 of the human-powered vehicle 10 and is configured to transmit rotation to the first rotating body 24. The motor 40 is housed in a housing. The housing is mounted on the frame 18. The housing is, for example, detachably attached to the frame 18. The drive unit comprises the motor 40 and the housing in which the motor 40 is housed. Preferably, a third one-way clutch is provided in the power transmission path between the motor 40 and the crankshaft 12A so as not to transmit the rotational force of the crank 12 to the motor 40 when the crankshaft 12A is rotated in the direction in which the human-powered vehicle 10 moves forward. If the motor 40 is provided on at least one of the rear wheels 14A and the front wheels 14B, the motor 40 may include a hub motor.

[0035] The control device 50 includes a control unit 52. The control unit 52 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing units may be provided in multiple locations that are far apart from each other. The control unit 52 may include one or more microcomputers. Preferably, the control device 50 further includes a storage unit 54. The storage unit 54 stores various control programs and information used for various control processes. The storage unit 54 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).

[0036] Preferably, the human-powered vehicle 10 includes a detection unit 42. Preferably, the detection unit 42 includes a crank rotation sensor 42A. The crank rotation sensor 42A is configured to detect information corresponding to the rotational speed C of the crankshaft 12A. The crank rotation sensor 42A is provided, for example, on the frame 18 of the human-powered vehicle 10. The crank rotation sensor 42A is configured to include a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided on the crankshaft 12A, a member that rotates in conjunction with the crankshaft 12A, or in the power transmission path between the crankshaft 12A and the first rotating body 24. The crank rotation sensor 42A outputs a signal corresponding to the rotational speed C of the crankshaft 12A. The magnet may be provided on a member that rotates integrally with the crankshaft 12A in the power transmission path of the human-powered driving force H from the crankshaft 12A to the first rotating body 24. For example, if a first one-way clutch is not provided between the crankshaft 12A and the first rotating body 24, the magnet may be provided on the first rotating body 24. The crank rotation sensor 42A may include an optical sensor, an acceleration sensor, a gyro sensor, or a torque sensor instead of a magnetic sensor. The crank rotation sensor 42A is connected to the control unit 52 via a wireless communication device or an electrical cable. Preferably, the crank rotation sensor 42A is configured to output a predetermined number of detection signals during one rotation of the crank 12. The predetermined number of signals is, for example, 2 or more. Preferably, the predetermined number of signals is 4 or more. Preferably, the predetermined number of signals is a multiple of 4. Preferably, the predetermined number of signals is 8, 12, or 16. The crank rotation sensor 42A may also include a vehicle speed sensor. If the crank rotation sensor 42A includes a vehicle speed sensor, for example, the control unit 52 is configured to calculate the rotational speed C of the crankshaft 12A according to the vehicle speed detected by the vehicle speed sensor and the gear ratio R.

[0037] Preferably, the human-powered vehicle 10 further includes a torque sensor 44. The torque sensor 44 is configured to output a signal corresponding to the torque applied to the crank 12 by the human-powered driving force H. The torque sensor 44 is preferably located upstream of the first one-way clutch in the power transmission path, for example, if a first one-way clutch is provided in the power transmission path. The torque sensor 44 includes strain sensors, magnetostrictive sensors, or pressure sensors. Strain sensors include strain gauges. The torque sensor 44 is provided in the power transmission path, or in a member located near a member included in the power transmission path. Members included in the power transmission path are, for example, the crankshaft 12A, a member that transmits the human-powered driving force H between the crankshaft 12A and the first rotating body 24, the crank arm 12B, or the pedal 20. The torque sensor 44 is connected to the control unit 52 via a wireless communication device or an electrical cable. The torque sensor 44 can have any configuration as long as it can acquire information about the human power driving force H, and may include, for example, a sensor that detects the pressure applied to the pedal 20, or a sensor that detects the tension of the chain. Preferably, the torque sensor 44 is configured to output a predetermined number of detection signals during one rotation of the crank 12. The predetermined number of signals is, for example, 2 or more. Preferably, the predetermined number of signals is 4 or more. Preferably, the predetermined number of signals is a multiple of 4. Preferably, the predetermined number of signals is 8, 12, or 16.

[0038] Preferably, the human-powered vehicle 10 further includes a vehicle speed sensor 46. The vehicle speed sensor 46 is configured to detect information corresponding to the rotational speed W of the wheels 14 of the human-powered vehicle 10. The vehicle speed sensor 46 is configured to detect, for example, a magnet provided on the wheels 14 of the human-powered vehicle 10. The vehicle speed sensor 46 outputs a signal corresponding to the rotational speed W of the wheels 14. The control unit 52 can calculate the vehicle speed V of the human-powered vehicle 10 based on the rotational speed W of the wheels 14 and information regarding the circumference of the wheels 14. Information regarding the circumference of the wheels 14 is stored in the storage unit 54. The vehicle speed sensor 46 includes, for example, a magnetic reed constituting a reed switch, or a Hall element. The vehicle speed sensor 46 may be configured to be attached to the chainstay of the frame 18 of the human-powered vehicle 10 and to detect a magnet attached to the rear wheel 14A, or it may be provided on the front fork 30 and to detect a magnet attached to the front wheel 14B. The vehicle speed sensor 46 is not limited to a configuration that detects a magnet provided on the wheel 14, but may also include, for example, an optical sensor. The vehicle speed sensor 46 is connected to the control unit 52 via a wireless communication device or an electrical cable. Preferably, the vehicle speed sensor 46 is configured to output a predetermined number of detection signals during one rotation of the wheel 14. The predetermined number of signals is, for example, 2 or more. Preferably, the predetermined number of signals is 4 or more. Preferably, the predetermined number of signals is a multiple of 4. Preferably, the predetermined number of signals is 8, 12, or 16. In this embodiment, the vehicle speed sensor 46 is configured such that the reed switch detects the magnet two or more times when the wheel 14 rotates once.

[0039] The control unit 52 controls the transmission 36 and the motor 40. The control unit 52 controls the transmission 36 according to first rotational speed information relating to the rotational speed C of the crankshaft 12A, and controls the motor 40 according to second rotational speed information relating to the rotational speed C of the crankshaft 12A. The first rotational speed information and the second rotational speed information are different.

[0040] The first rotational speed information is based on the rotational speed C of the crankshaft 12A acquired with the first sensitivity. The second rotational speed information is based on the rotational speed C of the crankshaft 12A acquired with a second sensitivity, which is different from the first sensitivity.

[0041] The control unit 52 controls the transmission 36 according to first rotational speed information, which is the rotational speed of the crankshaft 12A during the first period T1. The control unit 52 controls the motor 40 according to second rotational speed information, which is the rotational speed of the crankshaft 12A during the second period T2, which is different from the first period T1. Preferably, the first period T1 and the second period T2 correspond to the rotation angle of the crankshaft 12A.

[0042] Preferably, the first period T1 is longer than the second period T2. The longer the first period T1, the duller the first sensitivity. The longer the second period T2, the duller the second sensitivity. If the first period T1 is longer than the second period T2, the first sensitivity is duller than the second sensitivity. Preferably, the first period T1 is 10 times or more and 1000 times or less than the second period T2. If the second period T2 corresponds to the rotation angle of the crankshaft 12A, preferably the second period T2 is 0.01 degrees or more and 1 degree or less. If the second period T2 corresponds to the rotation angle of the crankshaft 12A, for example, the second period T2 is 0.1 degrees or 1 degree. If the first period T1 corresponds to the rotation angle of the crankshaft 12A, preferably the first period T1 is 1 degree or more and 720 degrees or less. If the first period T1 corresponds to the rotation angle of the crankshaft 12A, then for example, the first period T1 may be 10 degrees, 30 degrees, 60 degrees, 90 degrees, 180 degrees, 270 degrees, or 360 degrees.

[0043] The control unit 52 calculates the rotational speed C1 of the crankshaft 12A in the first period T1 and the rotational speed C2 of the crankshaft 12A in the second period T2, according to the output of the detection unit 42 which detects the rotational speed C of the crankshaft 12A. The second period T2 is, for example, less than or equal to the detection period of the detection unit 42. Preferably, the second period T2 is equal to the detection period of the detection unit 42.

[0044] The rotational speed C1 of the crankshaft 12A during the first period T1 includes the rotational speed C1X of the crankshaft 12A during the first period T1 or the average value C1Y of the rotational speed C of the crankshaft 12A during the first period T1. In this embodiment, the control unit 52 controls the transmission 36 in the first or second example.

[0045] In the first example, the control unit 52 controls the transmission 36 according to the rotational speed C1X of the crankshaft 12A detected at each first period T1. In the first example, the control unit 52 calculates the rotational speed C1X of the crankshaft 12A using one detection signal from the detection unit 42 at each stage of the first period T1.

[0046] In the second example, the control unit 52 controls the transmission 36 according to the average value C1Y of the rotational speed C of the crankshaft 12A during the first period T1. In the second example, the control unit 52 calculates the rotational speed C of the crankshaft 12A from a plurality of detection signals output from the detection unit 42 during the first period T1, for example. The average value C1Y may be a moving average.

[0047] The control unit 52 controls the transmission 36 so that the gear ratio R increases when the first parameter P1 relating to the rotational speed C1 of the crankshaft 12A during the first period T1 is greater than or equal to a first predetermined value PX. In the first example, the first parameter P1 is the rotational speed C1X of the crankshaft 12A. In the second example, the first parameter P1 is the average value C1Y of the rotational speed C1 of the crankshaft 12A during the first period T1.

[0048] Preferably, the control unit 52 controls the transmission 36 such that the gear ratio R decreases when the first parameter P1 relating to the rotational speed C1 of the crankshaft 12A in the first period T1 is less than or equal to a second predetermined value PY. Preferably, the second predetermined value PY is smaller than the first predetermined value PX.

[0049] Referring to Figure 3, the process for controlling the transmission 36 will be explained. When power is supplied to the control unit 52, it starts processing and moves to step S11 of the flowchart shown in Figure 3. When the flowchart in Figure 3 ends, the control unit 52 repeats the processing from step S11 at predetermined intervals until the power supply is stopped.

[0050] In step S11, the control unit 52 determines whether the first parameter P1 is greater than or equal to the first predetermined value PX. If the first parameter P1 is greater than or equal to the first predetermined value PX, the control unit 52 proceeds to step S12. In step S12, the control unit 52 controls the transmission 36 so that the gear ratio R increases, and then terminates the process. If, in step S11, the first parameter P1 is not greater than or equal to the first predetermined value PX, the control unit 52 proceeds to step S13.

[0051] In step S13, the control unit 52 determines whether the first parameter P1 is less than or equal to the second predetermined value PY. If the first parameter P1 is not less than or equal to the second predetermined value PY, the control unit 52 terminates the process. If the first parameter P1 is less than or equal to the second predetermined value PY, the control unit 52 proceeds to step S14. In step S14, the control unit 52 controls the transmission 36 so that the gear ratio R becomes smaller, and terminates the process.

[0052] For example, if the condition for changing the output of the motor 40 with respect to the rotational speed C2 of the crankshaft 12A in the second period T2 is met, the control unit 52 changes at least one of the following according to the rotational speed C2 of the crankshaft 12A in the second period T2: the output of the motor 40, the ratio of the output of the motor 40 to the human power driving force H, and the upper limit torque of the motor 40.

[0053] The conditions for changing the output of motor 40 are met, for example, when the human-powered vehicle 10 starts moving. In this case, the control unit 52 increases the output of motor 40 as the rotational speed C2 of the crankshaft 12A increases during the second period T2, for example, when the human-powered vehicle 10 starts moving. The conditions for changing the output of motor 40 are met, for example, when an assist mode is executed that controls motor 40 so that the ratio of the power output of motor 40 to the power HW of the human-powered driving force H is a predetermined ratio. The power HW of the human-powered driving force H corresponds to the value obtained by multiplying the human-powered driving force H by the rotational speed C2 of the crankshaft 12A during the second period T2.

[0054] Referring to Figure 4, the process for controlling the motor 40 will be explained. When power is supplied to the control unit 52, it starts processing and proceeds to step S21 of the flowchart shown in Figure 4. When the flowchart in Figure 4 ends, the control unit 52 repeats the processing from step S21 at predetermined intervals until the power supply is stopped.

[0055] In step S21, the control unit 52 determines whether the condition for changing the output of the motor 40 is met. If the condition for changing the output of the motor 40 is not met, the control unit 52 terminates the process. If the condition for changing the output of the motor 40 is met, the control unit 52 proceeds to step S22. In step S22, the control unit 52 controls the motor 40 according to the rotational speed C2 of the crankshaft 12A in the second period T2, and terminates the process.

[0056] The control unit 52 controls the transmission 36 according to the rotational speed C1 of the crankshaft 12A in the first period T1, which is longer than the second period T2, thereby suppressing changes in the gear ratio R due to short-term changes in the rotational speed C of the crankshaft 12A. The control unit 52 controls the motor 40 according to the rotational speed C2 of the crankshaft 12A in the second period T2, which is shorter than the first period T1, thereby increasing the responsiveness of the motor 40's output to changes in the rotational speed C of the crankshaft 12A.

[0057] <Second Embodiment> The control device 50 of the second embodiment will be described with reference to Figures 5 to 7. The control device 50 of the second embodiment is the same as the control device 50 of the first embodiment, except that it performs the processes in Figures 6 and 7 instead of the process in Figure 3. Therefore, components common to the first embodiment are denoted by the same reference numerals as in the first embodiment, and redundant explanations are omitted.

[0058] Preferably, the human-powered vehicle 10 includes an acceleration sensor 48. The acceleration sensor 48 detects, for example, the acceleration of the human-powered vehicle 10. Preferably, the acceleration sensor 48 is configured to detect acceleration in two or more axes. Preferably, the acceleration sensor 48 is configured to detect acceleration DX along the forward direction of travel of the human-powered vehicle 10, and acceleration DY along the vertical direction of the human-powered vehicle 10.

[0059] The control unit 52 controls the transmission 36 in a first control state, which controls the transmission 36 according to the rotational speed C1 of the crankshaft 12A in the first period T1, if the rotational speed C3 of the crankshaft 12A in the third period T3 is greater than a predetermined speed C3X. The control unit 52 controls the transmission 36 in a second control state, which controls the transmission 36 according to the rotational speed C3 of the crankshaft 12A in the third period T3, if the rotational speed C3 of the crankshaft 12A in the third period T3 is less than or equal to the predetermined speed C3X. Preferably, the first period T1 is different from the third period T3. Preferably, the first period T1 is longer than the third period T3. Preferably, the third period T3 is equal to the second period T2. The predetermined speed C3X is set to a value that can determine, for example, when the human-powered vehicle 10 collides with a step or falls down a step, in which case the rotational speed C of the crankshaft 12A increases in a short period of time. Preferably, the predetermined speed C3X is set to a value that can determine, for example, when a human-powered vehicle 10 including a rear suspension system collides with a step or falls down a step, and when the rotational speed C of the crankshaft 12A increases in a short period of time.

[0060] Preferably, in the first control state, if the rotational speed C1 of the crankshaft 12A in the first period T1 is greater than the first speed C1A, the control unit 52 controls the transmission 36 so that the gear ratio R increases. In the second control state, if the rotational speed C3 of the crankshaft 12A in the third period T3 is greater than the second speed C3A, the control unit 52 controls the transmission 36 so that the gear ratio R increases. Preferably, the first speed C1A is equal to the second speed C1B. In this embodiment, the first speed C1A is the same as the first predetermined value PX. The first speed C1A may be different from the first predetermined value PX.

[0061] The control unit 52 changes from the second control state to the first control state in at least one of the following cases: when the acceleration DX of the human-powered vehicle 10 in the direction of travel is greater than or equal to the first acceleration DX1; when a predetermined period TX has elapsed; or when the vertical acceleration DY of the human-powered vehicle 10 is less than or equal to the second acceleration DY1. The first acceleration DX1, the predetermined period TX, and the second acceleration DY1 are set to values ​​that allow for the determination of a state in which the rotational speed C of the crankshaft 12A has sufficiently decreased when the rotational speed C of the crankshaft 12A increases in a short period of time, for example, when the human-powered vehicle 10 collides with a step or falls down a step. The predetermined period TX is set to, for example, 2 seconds.

[0062] Referring to Figure 6, the process of changing the control state of the transmission 36 will be described. When power is supplied to the control unit 52, it starts processing and moves to step S31 of the flowchart shown in Figure 6. When the flowchart in Figure 6 ends, the control unit 52 repeats the processing from step S31 at predetermined intervals until the power supply is stopped.

[0063] In step S31, the control unit 52 determines whether the rotational speed C3 of the crankshaft 12A in the third period T3 is greater than a predetermined speed CX. If the rotational speed C3 of the crankshaft 12A in the third period T3 is greater than the predetermined speed CX, the control unit 52 proceeds to step S32. In step S32, the control unit 52 controls the transmission 36 in the first control state and terminates the process.

[0064] In step S31, if the rotational speed C3 of the crankshaft 12A in the third period T3 is not greater than a predetermined speed CX, the control unit 52 proceeds to step S33. In step S33, the control unit 52 controls the transmission 36 in the second control state and proceeds to step S34.

[0065] In step S34, the control unit 52 determines whether the conditions for switching to the first control state are met. The control unit 52 determines that the conditions for switching to the first control state are met if, for example, the acceleration DX of the human-powered vehicle 10 in the direction of travel is greater than or equal to the first acceleration DX1, a predetermined period TX has elapsed, and the vertical acceleration DY of the human-powered vehicle 10 is less than or equal to the second acceleration DY1. If the conditions for switching to the first control state are not met, the control unit 52 proceeds to step S33. If the conditions for switching to the first control state are met, the control unit 52 proceeds to step S35. In step S35, the control unit 52 switches to the first control state and terminates the process.

[0066] Referring to Figure 7, the process of changing the control state of the transmission 36 will be explained. When power is supplied to the control unit 52, it starts processing and moves to step S41 of the flowchart shown in Figure 7. When the flowchart in Figure 7 ends, the control unit 52 repeats the processing from step S41 at predetermined intervals until the power supply is stopped.

[0067] In step S41, the control unit 52 determines whether or not the first control state is in effect. If the first control state is in effect, the control unit 52 proceeds to step S42. In step S42, the control unit 52 determines whether or not the rotational speed C1 of the crankshaft 12A in the first period T1 is greater than the first speed C1A. If the rotational speed C1 of the crankshaft 12A in the first period T1 is greater than the first speed C1A, the control unit 52 proceeds to step S43. In step S43, the control unit 52 controls the transmission 36 so that the gear ratio R increases, and then terminates the process.

[0068] In step S42, if the rotational speed C1 of the crankshaft 12A in the first period T1 is not greater than the first speed C1A, the control unit 52 proceeds to step S44. In step S44, the control unit 52 determines whether the first parameter P1 is less than or equal to the second predetermined value PY. If the first parameter P1 is not less than or equal to the second predetermined value PY, the control unit 52 terminates the process. If the first parameter P1 is less than or equal to the second predetermined value PY, the control unit 52 proceeds to step S45. In step S45, the control unit 52 controls the transmission 36 so that the gear ratio R becomes smaller, and terminates the process.

[0069] If the control unit 52 is not in the first control state in step S41, it proceeds to step S46. If the control unit 52 is in the second control state in step S41, it proceeds to step S46. In step S46, the control unit 52 determines whether the rotational speed C3 of the crankshaft 12A in the third period T3 is greater than the second speed C3A. If the rotational speed C3 of the crankshaft 12A in the third period T3 is greater than the second speed C3A, the control unit 52 proceeds to step S47. In step S47, the control unit 52 controls the transmission 36 so that the gear ratio R is greater, and then terminates the process.

[0070] In step S46, if the rotational speed C3 of the crankshaft 12A in the third period T3 is not greater than the second speed C3A, the control unit 52 proceeds to step S48. In step S48, the control unit 52 determines whether the first parameter P1 is less than or equal to the second predetermined value PY. If the first parameter P1 is not less than or equal to the second predetermined value PY, the control unit 52 terminates the process. If the first parameter P1 is less than or equal to the second predetermined value PY, the control unit 52 proceeds to step S49. In step S49, the control unit 52 controls the transmission 36 so that the gear ratio R becomes smaller, and terminates the process.

[0071] The control unit 52 controls the transmission 36 according to the rotational speed C1 of the crankshaft 12A in the first period T1 if the rotational speed C3 of the crankshaft 12A in the third period T3 is greater than a predetermined speed C3X. Therefore, for example, if the human-powered vehicle 10 collides with a step or falls down a step, and the rotational speed C of the crankshaft 12A increases rapidly in a short period of time, it is possible to suppress an increase in the gear ratio R.

[0072] <Third Embodiment> The control device 50 of the third embodiment will be described with reference to Figures 8 and 9. The control device 50 of the third embodiment is the same as the control device 50 of the first embodiment, except that it performs the processes in Figures 8 and 9 instead of the processes in Figures 3 and 4. Therefore, components common to the first embodiment are denoted by the same reference numerals as in the first embodiment, and redundant explanations are omitted.

[0073] The control unit 52 controls the transmission 36 according to first information relating to at least one of the driving state and driving environment of the human-powered vehicle 10 and a corresponding parameter P, and controls the motor 40 according to second information relating to parameter P. The first information and the second information are different. The first information is first driving force information relating to the human-powered driving force H input to the crankshaft 12A, and the second information is second driving force information relating to the human-powered driving force H.

[0074] The first driving force information is based on the human-powered driving force H acquired with the first sensitivity, and the second driving force information is based on the human-powered driving force H acquired with a second sensitivity that is different from the first sensitivity.

[0075] The control unit 52 controls the transmission 36 according to first drive force information, which is the human-powered driving force H in the first period TA, and controls the motor according to second drive force information, which is the human-powered driving force H in the second period TB, which is different from the first period TA. Preferably, the first period TA and the second period TB correspond to time and at least one of the rotation angle of the crankshaft 12A. The first period TA may be equal to or different from the first period T1 of the first embodiment. The second period TB may be equal to or different from the second period T2 of the first embodiment.

[0076] Preferably, the first period TA is longer than the second period TB. The longer the first period TA, the duller the first sensitivity. The longer the second period TB, the duller the second sensitivity. If the first period TA is longer than the second period TB, the first sensitivity is duller than the second sensitivity. Preferably, the first period TA is 10 times or more and 1000 times or less than the second period TB. If the second period TB corresponds to the rotation angle of the crankshaft 12A, preferably the second period TB is 0.01 degrees or more and 1 degree or less. If the second period TB corresponds to the rotation angle of the crankshaft 12A, for example, the second period TB is 0.1 degrees or 1 degree. If the first period TA corresponds to the rotation angle of the crankshaft 12A, preferably the first period TA is 1 degree or more and 720 degrees or less. If the first period TA corresponds to the rotation angle of the crankshaft 12A, then for example, the first period TA may be 10 degrees, 30 degrees, 60 degrees, 90 degrees, 180 degrees, 270 degrees, or 360 degrees.

[0077] The control unit 52 calculates the human-powered driving force H1 in the first period TA and the human-powered driving force H2 in the second period TB, according to the output of the detection unit 42 which detects the rotational speed C of the crankshaft 12A. The second period TB is, for example, less than or equal to the detection period of the detection unit 42. Preferably, the second period TB is equal to the detection period of the detection unit 42.

[0078] The human-powered driving force H1 in the first period TA includes the human-powered driving force H1X in the first period TA or the average value H1Y of the human-powered driving force H in the first period TA. In this embodiment, the control unit 52 controls the transmission 36 in the first or second example.

[0079] In the first example, the control unit 52 controls the transmission 36 according to the human-powered driving force H1X detected at each first period TA. In the first example, the control unit 52 calculates the human-powered driving force H1X using, for example, one detection signal from the detection unit 42 after each first period TA has elapsed.

[0080] In the second example, the control unit 52 controls the transmission 36 according to the average value H1Y of the human-powered driving force H during the first period TA. In the second example, the control unit 52 calculates the human-powered driving force H from a plurality of detection signals output from the detection unit 42 during the first period TA, for example. The average value H1Y may be a moving average.

[0081] Preferably, the control unit 52 controls the transmission 36 so that the gear ratio R increases when the first parameter P10 relating to the human-powered driving force H1 in the first period TA is less than or equal to a first predetermined value P11. In the first example, the first parameter P10 is the human-powered driving force H1X. In the second example, the first parameter P10 is the average value H1Y of the human-powered driving force H1 in the first period TA.

[0082] Preferably, the control unit 52 controls the transmission 36 such that the gear ratio R decreases when the first parameter P10 relating to the human-powered driving force H1 in the first period TA is greater than or equal to a second predetermined value P12. Preferably, the second predetermined value P12 is greater than the first predetermined value P11.

[0083] Referring to Figure 8, the process for controlling the transmission 36 will be explained. When power is supplied to the control unit 52, it starts processing and proceeds to step S51 of the flowchart shown in Figure 8. When the flowchart in Figure 8 ends, the control unit 52 repeats the process from step S51 at predetermined intervals until the power supply is stopped.

[0084] In step S51, the control unit 52 determines whether the first parameter P10 is less than or equal to the first predetermined value P11. If the first parameter P10 is less than or equal to the first predetermined value P11, the control unit 52 proceeds to step S52. In step S52, the control unit 52 controls the transmission 36 so that the gear ratio R increases, and then terminates the process. If, in step S51, the first parameter P10 is not less than or equal to the first predetermined value P11, the control unit 52 proceeds to step S53.

[0085] In step S53, the control unit 52 determines whether the first parameter P10 is greater than or equal to the second predetermined value P12. If the first parameter P10 is not greater than or equal to the second predetermined value P12, the control unit 52 terminates the process. If the first parameter P10 is greater than or equal to the second predetermined value P12, the control unit 52 proceeds to step S54. In step S54, the control unit 52 controls the transmission 36 so that the gear ratio R becomes smaller, and terminates the process.

[0086] For example, if the condition for changing the output of the motor 40 with respect to the human-powered driving force H2 in the second period TB is met, the control unit 52 changes at least one of the following according to the human-powered driving force H2 in the second period TB: the output of the motor 40, the ratio of the output of the motor 40 to the human-powered driving force H, and the upper limit torque of the motor 40.

[0087] The conditions for changing the output of motor 40 are met, for example, when an assist mode is executed that controls motor 40 so that the ratio of the power output of motor 40 to the power HW of the human power driving force H is a predetermined ratio. The power HW of the human power driving force H corresponds to the value obtained by multiplying the human power driving force H by the human power driving force H2 in the second period TB.

[0088] Referring to Figure 9, the process for controlling the motor 40 will be explained. When power is supplied to the control unit 52, it starts processing and proceeds to step S61 of the flowchart shown in Figure 9. When the flowchart in Figure 9 ends, the control unit 52 repeats the process from step S61 at predetermined intervals until the power supply is stopped.

[0089] In step S61, the control unit 52 determines whether the condition for changing the output of the motor 40 is met. If the condition for changing the output of the motor 40 is not met, the control unit 52 terminates the process. If the condition for changing the output of the motor 40 is met, the control unit 52 proceeds to step S62. In step S62, the control unit 52 controls the motor 40 according to the human-powered driving force H2 in the second period TB, and terminates the process.

[0090] The control unit 52 controls the transmission 36 in accordance with the human-powered driving force H1 in the first period TA, which is longer than the second period TB, thus suppressing changes in the gear ratio R due to short-term changes in the human-powered driving force H. The control unit 52 also controls the motor 40 in accordance with the human-powered driving force H2 in the second period TB, which is shorter than the first period TA, thus improving the responsiveness of the motor 40's output to changes in the human-powered driving force H.

[0091] <Variation> The description of embodiments is illustrative of possible forms of control devices for human-powered vehicles according to this disclosure, and is not intended to limit such forms. Control devices for human-powered vehicles according to this disclosure may take the form of, for example, modifications of the embodiments shown below, and combinations of at least two non-inconsistent modifications. In the following modifications, parts common to the embodiments are denoted by the same reference numerals as in the embodiments and their descriptions are omitted.

[0092] The detection unit for detecting the rotational speed C1 of the crankshaft 12A in the first period T1 and the detection unit for detecting the rotational speed C2 of the crankshaft 12A in the second period T2 may be separate. In this case, the detection unit for detecting the rotational speed C1 of the crankshaft 12A in the first period T1 may be configured to output a detection signal once in the first period T1.

[0093] • The first period T1 may be shorter than the second period T2. If the first period T1 is shorter than the second period T2, the first sensitivity is higher than the second sensitivity.

[0094] In the third embodiment, the control unit 52 may control the transmission 36 in a first control state in which the transmission 36 is controlled according to the human-powered driving force H1 in the first period TA if the human-powered driving force H3 in the third period TC is less than a predetermined value H3X, and control the transmission 36 in a second control state in which the transmission 36 is controlled according to the human-powered driving force H3 in the third period TC if the human-powered driving force H3 in the third period TC is equal to or greater than the predetermined value H3X. Preferably, the first period TA is different from the third period TC. Preferably, the first period TA is longer than the third period TC. Preferably, the third period TC is equal to the second period TB. The predetermined value H3X is set to a value that can determine when the predetermined value H3X fluctuates in a short period of time, for example, when the human-powered vehicle 10 collides with a step or falls down a step. Preferably, the predetermined value H3X is set to a value that can determine when the predetermined value H3X fluctuates in a short period of time, for example, when a human-powered vehicle 10 including a rear suspension system collides with a step or falls down a step.

[0095] In the third embodiment, the parameter P may relate to, for example, the vehicle speed V and at least one of the road gradient of the road on which the human-powered vehicle 10 travels. In this case as well, the control unit 52 can control the transmission 36 according to first information suitable for controlling the transmission 36, and can control the motor 40 according to second information suitable for controlling the motor 40. Thus, the transmission 36 and the motor 40 can be controlled effectively.

[0096] 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. [Explanation of Symbols]

[0097] 10...Human-powered vehicle, 12A...Crankshaft, 14...Wheel, 36...Transmission, 40...Motor, 42...Detection unit, 50...Control device, 52...Control unit.

Claims

1. A control device for a human-powered vehicle, The system includes a transmission that changes the gear ratio, which is the ratio of the rotational speed of the wheels of a human-powered vehicle to the rotational speed of the crankshaft of the human-powered vehicle, and a control unit that controls a motor that assists in the propulsion of the human-powered vehicle. The control unit, Based on a predetermined first rotation angle, the first rotational speed of the crankshaft is calculated. A second rotational speed is calculated based on a predetermined second rotational angle that is smaller than the first rotational angle, The transmission is controlled according to the first rotational speed. The motor is controlled according to a second rotational speed that is different from the first rotational speed. Control device.

2. The control device according to claim 1, wherein the first rotation angle is 10 times or more and 1000 times or less the second rotation angle.

3. The control device according to claim 1 or 2, wherein the second rotation angle is 0.01 degrees or more and 1 degree or less.

4. The control device according to any one of claims 1 to 3, wherein the first rotation angle is 1 degree or more and 720 degrees or less.

5. The control device according to any one of claims 1 to 4, wherein the control unit controls the transmission so that the gear ratio increases when the first parameter relating to the first rotational speed is greater than or equal to a first predetermined value.

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