Control device for human-powered vehicles

Abstract

To provide a control device for a human-powered vehicle which can appropriately control an assist motor.SOLUTION: A control device for a human-powered vehicle includes a control unit which controls, according to human driving force input to a crank, an output of an assist motor for assisting propulsion of the human-powered vehicle including a transmission for changing a rotation ratio defined as a quotient obtained by dividing a rotation frequency of a wheel by a rotation frequency of the crank. The control unit controls at least one of an output upper limit value of the assist motor, an output of the assist motor, and an output ratio of the assist motor with respect to the human driving force according to a difference between a transmission variable of the transmission included in a prescribed range and the transmission variable of the transmission included in a range outside the prescribed range.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, the control device for a human-powered vehicle disclosed in Patent Document 1 controls an assist motor such that a ratio of an output of the assist motor to a human-powered driving force input to the human-powered vehicle becomes a predetermined ratio.

Prior Art Literature

Patent Literature

[0003]

Patent Document 1

Summary of Invention

Problem to be Solved by the Invention

[0004] An object of the present invention is to provide a control device for a human-powered vehicle that can suitably control an assist 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, and controls an output of an assist motor that assists propulsion of a human-powered vehicle including a transmission that changes a rotation ratio defined as a quotient obtained by dividing a rotation speed of a wheel by a rotation speed of a crank, in accordance with a human-powered driving force input to the crank, the control device includes a control unit, and when the human-powered vehicle is traveling, a shift variable of the transmission is in a first range outside a predetermined range, and the rotation ratio in a state where the shift variable of the transmission is included in the first range is larger than the rotation ratio in a state where the shift variable is included in the predetermined range, the control unit controls the assist motor such that at least one of an output upper limit value of the assist motor, an output of the assist motor, and an output ratio of the assist motor to the human-powered driving force increases. According to the control device described in the first aspect above, the assist motor can be controlled such that at least one of the upper limit of the assist motor's output, the output of the assist motor, and the ratio of the assist motor's output to the human-powered driving force increases according to the gear shift variable. Therefore, the assist motor can be controlled effectively.

[0006] In the control device of the second side relating to the first side, the gear shift variable relates to the operating position of the transmission, and the rotation ratio when the operating position is in the first range is greater than the rotation ratio when the operating position is in the predetermined range. According to the control device described in the second aspect above, when the rotation ratio is large, the assist motor is controlled so that at least one of the upper limit of the assist motor's output, the output of the assist motor, and the ratio of the assist motor's output to the human-powered driving force increases, thereby reducing the rider's load.

[0007] In the control device of the third aspect according to the first aspect, the control unit controls the assist motor such that at least one of the upper limit of the assist motor's output, the output of the assist motor, and the output ratio of the assist motor to the human-powered driving force decreases when the gear variable of the transmission is in a second range that is different from the first range and is not included in the predetermined range. According to the control device of the third aspect described above, when the transmission's gear variable is in the second range, the assist motor is controlled so that at least one of the assist motor's upper limit, assist motor output, and assist motor output ratio to human power is reduced, thereby suppressing power consumption.

[0008] In the control device of the fourth side according to the third side, the gear shift variable relates to the operating position of the transmission, and the rotation ratio when the operating position is in the second range is smaller than the rotation ratio when the operating position is in the predetermined range. According to the control device described in the fourth aspect above, when the rotation ratio is smaller than the rotation ratio when the transmission is operating within a predetermined range, power consumption can be suppressed.

[0009] In the control device of the fifth aspect according to the first aspect, the gear variable relates to the rotation ratio. According to the control device described in the fifth aspect above, the assist motor can be suitably controlled according to the rotation ratio.

[0010] In the control device according to the sixth aspect of the third aspect, the gear variable relates to the rotation ratio, and the rotation ratio included in the second range is smaller than the rotation ratio included in the predetermined range. According to the control device described in the sixth aspect above, power consumption can be suppressed when the rotation ratio is smaller than when it is within a predetermined range.

[0011] In a control device according to the seventh aspect which is any one of the third, fourth, and sixth aspects, the control unit sets at least one of the upper limit of the assist motor's output, the output of the assist motor, and the ratio of the assist motor's output to the human-powered driving force to a predetermined value when the gear shift variable of the transmission moves from one of the first range and the second range to the predetermined range. According to the control device described in the seventh aspect above, when the range shifts from one of the first range and the second range to a predetermined range, the assist motor can be suitably controlled to a predetermined value.

[0012] In a control device according to the eighth aspect which follows any one of the third, fourth, sixth, and seventh aspects, the control unit controls the assist motor such that, when the gear shift variable of the transmission is included in either the first range or the second range, at least one of the regeneration amount and regeneration rate is different from when the gear shift variable is included in the predetermined range. According to the control device described in the eighth aspect above, at least one of the regenerative amount and regenerative rate of the assist motor can be suitably controlled according to the gear shift variable of the transmission.

[0013] A control device according to the ninth aspect of the present invention is a control device for a human-powered vehicle, and includes a control unit that controls an assist motor that assists the propulsion of a human-powered vehicle equipped with a transmission that changes the rotation ratio defined as the quotient obtained by dividing the rotation speed of the wheels by the rotation speed of the crank, in accordance with the human-powered driving force input to the crank, wherein the control unit controls the assist motor such that the regenerative state of the assist motor when the gear variable of the transmission is not included in a predetermined range is different from the regenerative state of the assist motor when the gear variable is included in the predetermined range. According to the control device described in the ninth aspect above, the regenerative state of the assist motor can be suitably controlled according to the gear shift variable of the transmission.

[0014] In the control device of the tenth side according to the ninth side, the regenerative state includes at least one of the amount of regeneration of the assist motor and the regeneration rate of the assist motor. According to the control device described in the 10th side, the amount of regeneration of the assist motor and the regeneration rate of the assist motor can be suitably controlled.

[0015] In the control device of the 11th side corresponding to the 10th side, the control unit controls the assist motor such that, while the human-powered vehicle is in motion, the amount of regeneration of the assist motor when the gear shift variable of the transmission is not included in the predetermined range is greater than the amount of regeneration of the assist motor when the gear shift variable is included in the predetermined range. According to the control device described in the 11th aspect above, the amount of regeneration can be increased when the gear shift variable is not within a predetermined range.

[0016] In the control device of the twelfth side corresponding to the tenth side, the control unit controls the assist motor such that, while the human-powered vehicle is in motion, the regenerative rate of the assist motor when the gear shift variable of the transmission is not included in the predetermined range is greater than the regenerative rate of the assist motor when the gear shift variable is included in the predetermined range. According to the control device described in the 12th aspect above, the regenerative braking rate can be increased when the gear shift variable is not within a predetermined range.

[0017] In the control device according to the 13th aspect following the 10th aspect, the control unit controls the assist motor such that during traveling of the manpower-driven vehicle, a regeneration amount of the assist motor when the speed change variable of the transmission is not included in the predetermined range is smaller than the regeneration amount of the assist motor when the speed change variable is included in the predetermined range. According to the control device of the 13th aspect, the regeneration amount can be reduced when the speed change variable is not included in the predetermined range.

[0018] In the control device according to the 14th aspect following the 10th aspect, the control unit controls the assist motor such that during traveling of the manpower-driven vehicle, a regeneration rate of the assist motor when the speed change variable of the transmission is not included in the predetermined range is smaller than the regeneration rate of the assist motor when the speed change variable is included in the predetermined range. According to the control device of the 14th aspect, the regeneration rate can be reduced when the speed change variable is not included in the predetermined range.

[0019] In the control device according to the 15th aspect following the 10th aspect, the control unit controls the assist motor such that during traveling of the manpower-driven vehicle, a regeneration amount of the assist motor when the speed change variable of the transmission is included in a first range outside the predetermined range is smaller than the regeneration amount of the assist motor when the speed change variable is included in the predetermined range, and controls the assist motor such that a regeneration amount of the assist motor when the speed change variable of the transmission is included in a second range outside the predetermined range is larger than the regeneration amount of the assist motor when the speed change variable is included in the predetermined range. According to the control device of the 15th aspect, the regeneration amount can be reduced when the speed change variable is included in the first range, and the regeneration amount can be increased when the speed change variable is included in the second range.

[0020] In the control device according to the sixteenth aspect following the tenth aspect, the control unit controls the assist motor such that when the transmission is traveling the human-powered vehicle, the regeneration rate of the assist motor when a shift variable of the transmission is included in a first range outside the predetermined range is smaller than the regeneration rate of the assist motor when the shift variable of the transmission is included in the predetermined range, and the regeneration rate of the assist motor when the shift variable of the transmission is included in a second range outside the predetermined range is larger than the regeneration rate of the assist motor when the shift variable of the transmission is included in the predetermined range. According to the control device of the sixteenth aspect, the regeneration rate can be reduced when the shift variable is included in the first range, and can be increased when the shift variable is included in the second range.

[0021] A control device according to a seventeenth aspect of the present invention is a control device for a human-powered vehicle, comprising a control unit that controls an output of an assist motor configured to assist propulsion of the human-powered vehicle including a transmission that changes a rotation ratio defined as a quotient obtained by dividing a rotation speed of a wheel by a rotation speed of a crank, in accordance with a human driving force input to the crank, wherein the control unit controls at least one of an upper output limit value of the assist motor, an output of the assist motor, and an output ratio of the assist motor to the human driving force in accordance with a difference between a shift variable of the transmission included in a predetermined range and the shift variable of the transmission included outside the predetermined range. According to the control device of the seventeenth aspect, at least one of the upper output limit value of the assist motor, the output of the assist motor, and the output ratio of the assist motor to the human driving force can be controlled in accordance with the difference between the shift variable of the transmission included in the predetermined range and the shift variable of the transmission included outside the predetermined range. Accordingly, the assist motor can be suitably controlled. Effects of the Invention

[0022] The control device for a human-powered vehicle according to the present disclosure can suitably control the assist motor. Brief Description of the Drawings

[0023] [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 the control device for a human-powered vehicle according to the first embodiment. [Figure 3] A flowchart of the process for controlling the assist motor when the gear shift variable executed by the control unit in Figure 2 relates to the operating position of the transmission. [Figure 4] A flowchart of the process for controlling the assist motor when the gear variable executed by the control unit in Figure 2 relates to the rotation ratio. [Figure 5] A flowchart of the process for controlling the regenerative braking amount of the assist motor when the gear shift variable executed by the control unit of the second embodiment relates to the operating position of the transmission. [Figure 6] A flowchart of the process for controlling the amount of regeneration of the assist motor when the gear shift variable executed by the control unit of the second embodiment relates to the rotation ratio. [Figure 7] A flowchart of the process for controlling the regenerative rate of the assist motor when the gear shift variable executed by the control unit of the first modified example of the second embodiment relates to the operating position of the transmission. [Figure 8] A flowchart of a process for controlling the regenerative rate of an assist motor when the gear shift variable performed by the control unit of a second modification of the second embodiment relates to the rotation ratio. [Modes for carrying out the invention]

[0024] 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 either "only one option" or "both of the two options" if there are two options. As another example, as used herein, "at least one" means either "only one option" or "any combination of two or more options" if there are three or more options.

[0025] (First Embodiment) Referring to Figures 1 to 5, the control device 50 for a human-powered vehicle of the first embodiment will be described. Hereafter, the control device 50 for a human-powered vehicle will be simply referred to as the control device 50. The control device 50 is installed on the human-powered vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven by at least a human-powered driving force H. The human-powered vehicle 10 is not limited in the number of wheels and includes, for example, single-wheeled vehicles and vehicles with three or more wheels. The human-powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bicycles. Bicycles include electric bicycles (E-bikes) that are driven by an electric motor. Electric bicycles include electric assist bicycles that assist in the propulsion of the vehicle by an electric motor. Electric bicycles include electric assist bicycles whose propulsion is assisted by an electric motor. Hereafter, in the embodiments, the human-powered vehicle 10 will be described as a bicycle having two wheels.

[0026] The human-powered vehicle 10 has wheels 12, a crank 14, and a body 16. The body 16 includes a frame 18 and a seat post 20. A human-powered driving force H is input to the crank 14. The crank 14 includes a crankshaft 14A that is rotatable relative to the frame 18, and crank arms 14B provided at the axial ends of the crankshaft 14A. A pair of pedals 22 are individually connected to each crank arm 14B. The wheels 12 include a driven wheel 12A and a drive wheel 12B. The drive wheel 12B is driven by the rotation of the crank 14. The drive wheel 12B is supported by the frame 18. The crank 14 and the drive wheel 12B are connected by a drive mechanism 24. The drive mechanism 24 includes a first rotating body 26 coupled to the crankshaft 14A. The crankshaft 14A and the first rotating body 26 may be coupled to rotate as a single unit, or they may be coupled via a first one-way clutch. The first one-way clutch is configured to allow the first rotating body 26 to rotate forward when the crankshaft 14 rotates forward, and to prevent the first rotating body 26 from rotating backward when the crankshaft 14 rotates backward. The first rotating body 26 includes a sprocket, pulley, or bevel gear. The drive mechanism 24 further includes a second rotating body 28 and a connecting member 30. The connecting member 30 transmits the rotational force of the first rotating body 26 to the second rotating body 28. The connecting member 30 includes, for example, a chain, belt, or shaft.

[0027] The second rotating body 28 is connected to the drive wheel 12B. The second rotating body 28 includes a sprocket, pulley, or bevel gear. Preferably, a second one-way clutch is provided between the second rotating body 28 and the drive wheel 12B. The second one-way clutch is configured to rotate the drive wheel 12B forward when the second rotating body 28 rotates forward, and to prevent the drive wheel 12B from rotating backward when the second rotating body 28 rotates backward. The human-powered vehicle 10 may include a transmission 46 used to change the rotation ratio R, which is defined as the quotient obtained by dividing the rotation speed of the wheel 12 by the rotation speed of the crank 14. The transmission 46 may include, for example, at least one of a front derailleur, a rear derailleur, and an internal gear hub. The transmission 46 may include only a front derailleur, only a rear derailleur, only an internal gear hub, or any combination of a front derailleur, a rear derailleur, and an internal gear hub. In this embodiment, at least one of the first rotating body 26 and the second rotating body 28 includes multiple sprockets. The first rotating body 26 alone, the second rotating body 28 alone, or both the first rotating body 26 and the second rotating body 28 may include multiple sprockets. In this embodiment, the first rotating body 26 includes one sprocket, and the second rotating body 28 includes multiple sprockets. The derailleur includes a front derailleur if the first rotating body 26 includes multiple front sprockets, and a rear derailleur if the second rotating body 28 includes multiple front sprockets. If the transmission 46 includes an internal gear hub, the internal gear hub is provided, for example, on the hub of the drive wheel 12B.

[0028] The human-powered vehicle 10 includes a front wheel and a rear wheel. The front wheel is attached to the frame 18 via a front fork 32. A handlebar section 34 is attached to the front fork 32. The handlebar section 34 includes a stem 36 and a handlebar 38. The handlebar 38 is connected to the front fork 32 via the stem 36. In the following embodiments, the rear wheel will be described as the drive wheel 12B, but the front wheel may also be the drive wheel 12B.

[0029] The human-powered vehicle 10 further includes a battery 40. The battery 40 includes one or more battery cells. The battery cells include rechargeable batteries. The battery 40 supplies power to other electrical components, such as a control device 50, that are provided in the human-powered vehicle 10 and electrically connected to the battery 40. The battery 40 is communicably connected to the control device 50 by wire or wireless means. The battery 40 can communicate with the control device 50, for example, by power line communication (PLC). The battery 40 may be mounted outside the frame 18, or at least a portion of it may be housed inside the frame 18.

[0030] The human-powered vehicle 10 includes an assist motor 42 configured to assist in the propulsion of the human-powered vehicle 10. The human-powered vehicle 10 further includes a drive circuit 44. The drive circuit 44 includes an inverter circuit. Preferably, the assist motor 42 is housed in the same housing as the drive circuit 44. The drive circuit 44 controls the power supplied from the battery 40 to the assist motor 42. The drive circuit 44 is communicated with the control device 50 by wire or wireless means. The drive circuit 44 can communicate with the control unit 52 of the control device 50, for example, by serial communication. The drive circuit 44 may be included in the control device 50. The drive circuit 44 drives the assist motor 42 in response to a control signal from the control unit 52.

[0031] The assist motor 42 includes an electric motor. The assist motor 42 is provided in the power transmission path of the human-powered driving force H from the pedal 22 to the rear wheel, or to transmit rotation to the front wheel. The assist motor 42 is provided on the frame 18, the rear wheel, or the front wheel of the human-powered vehicle 10. In this embodiment, the assist motor 42 is coupled to the power transmission path from the crankshaft 14A to the first rotating body 26. Preferably, a one-way clutch is provided in the power transmission path between the assist motor 42 and the crankshaft 14A so that the assist motor 42 does not rotate due to the rotational force of the crank 14 when the crankshaft 14A is rotated in the direction in which the human-powered vehicle 10 moves forward. The housing in which the assist motor 42 and the drive circuit 44 are provided may also be provided with components other than the assist motor 42 and the drive circuit 44, for example, a reduction gear that reduces the rotation of the assist motor 42 and outputs it may be provided.

[0032] The transmission 46 changes the rotation ratio R, which is defined as the quotient obtained by dividing the rotation speed of the wheel 12 by the rotation speed of the crank 14. The transmission 46 is configured to change the gear ratio S formed by the transmission 46 in steps. The transmission 46 may be configured to change the gear ratio S steplessly. The larger the gear ratio S of the transmission 46, the larger the rotation ratio R. If the human-powered vehicle 10 includes multiple transmissions 46, the rotation ratio R corresponds to the product of the gear ratios S formed by each transmission 46. The transmission 46 changes gear ratio by actuator. The actuator includes, for example, an electric motor. The actuator of the transmission 46 is communicated with the control device 50 by wire or wireless. The transmission 46 changes the gear ratio S by changing the operating position P of the transmission 46. If the gear shifter 46 is a derailleur, the gear shifter 46 changes the gear ratio S formed by the gear shifter 46 by changing the operating position P of the gear shifter 46, thereby switching the connecting member 30 from one of the multiple sprockets to another. If the gear shifter 46 is a rear derailleur, the operating position P of the gear shifter 46 includes, for example, the position of the movable part relative to the fixed part for fixing the rear derailleur to the frame 18, and the movable part includes at least one of a chain guide, a guide pulley, a tension pulley, a link mechanism, and a biasing member. If the gear shifter 46 is a front derailleur, the operating position P of the gear shifter 46 includes, for example, the position of the movable part relative to the fixed part for fixing the front derailleur to the frame 18, and the movable part includes at least one of a plate, a link mechanism, and a biasing member. If the gear shifter 46 is an internal gear shifter, the operating position P of the gear shifter 46 includes the position of a control member for changing the rotational state of the gears included in the gear shifter 46. If the transmission 46 is operated by an electric motor, the operating position P of the transmission 46 may include the rotational phase of the electric motor. The gear shift variable X may include the position of the gear shift control device with respect to the operating position P of the transmission 46. The position of the gear shift control device includes the operating position of the user-operable control part. If the transmission 46 is operated by a cable, the position of the gear shift control device may be the amount of cable movement.

[0033] 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 control unit 52 may include one or more microcomputers. The control unit 52 may include multiple arithmetic processing units located in separate locations. 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 control unit 52 and the storage unit 54 are housed in, for example, a housing in which an assist motor 42 is provided.

[0034] The control device 50 preferably further includes a crank rotation sensor 56, a vehicle speed sensor 58, and a torque sensor 60. The crank rotation sensor 56, the vehicle speed sensor 58, and the torque sensor 60 may be provided inside or outside the housing in which the assist motor 42 is provided. At least one of the crank rotation sensor 56, the vehicle speed sensor 58, and the torque sensor 60 may not be included in the control device 50.

[0035] The crank rotation sensor 56 is used to detect the rotational speed N of the crank 14 of the human-powered vehicle 10. The crank rotation sensor 56 is mounted, for example, on the frame 18 of the human-powered vehicle 10 or on the housing where the assist motor 42 is provided. The crank rotation sensor 56 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 14A or in the power transmission path between the crankshaft 14A and the first rotating body 26. The crank rotation sensor 56 is communicated with the control unit 52 by wire or wireless. The crank rotation sensor 56 outputs a signal to the control unit 52 corresponding to the rotational speed N of the crank 14. The crank rotation sensor 56 may be provided on a member that rotates integrally with the crankshaft 14A in the power transmission path of the human-powered driving force H from the crankshaft 14A to the first rotating body 26. For example, the crank rotation sensor 56 may be provided on the first rotating body 26 if a first one-way clutch is not provided between the crankshaft 14A and the first rotating body 26. The crank rotation sensor 56 may also be used to detect the travel speed V of the human-powered vehicle 10. In this case, the control unit 52 calculates the rotation speed of the drive wheel 12B according to the rotation speed N of the crank 14 detected by the crank rotation sensor 56 and the rotation ratio R, and detects the travel speed V of the human-powered vehicle 10. Information regarding the rotation ratio R is stored in advance in the storage unit 54.

[0036] If the human-powered vehicle 10 is equipped with a transmission 46 for changing the rotation ratio R, the control unit 52 may calculate the rotation ratio R according to the travel speed V of the human-powered vehicle 10 and the rotation speed N of the crank 14. In this case, information regarding the circumference of the drive wheel 12B, the diameter of the drive wheel 12B, or the radius of the drive wheel 12B is stored in advance in the storage unit 54. The control device 50 may also include a gear shift sensor.

[0037] The vehicle speed sensor 58 is used to detect the rotational speed of the wheel 12. The vehicle speed sensor 58 is electrically connected to the control unit 52 by wire or wireless connection. The vehicle speed sensor 58 is communicatively connected to the control unit 52 by wire or wireless connection. The vehicle speed sensor 58 outputs a signal to the control unit 52 corresponding to the rotational speed of the wheel 12. The control unit 52 calculates the driving speed V of the human-powered vehicle 10 based on the rotational speed of the wheel 12. When the driving speed V exceeds a predetermined value, the control unit 52 stops the assist motor 42. The predetermined value is, for example, 25 km / h or 45 km / h. The vehicle speed sensor includes, for example, a magnetic lead constituting a reed switch or a Hall element. The vehicle speed sensor 58 may be configured to be attached to the chainstay of the frame 18 and detect a magnet attached to the rear wheel, or it may be provided on the front fork 32 and detect a magnet attached to the front wheel. In another example, the vehicle speed sensor 58 includes a GPS (Global Positioning System) receiver. The control unit 52 may detect the travel speed V of the human-powered vehicle 10 based on GPS information acquired by the GPS receiver, map information pre-recorded in the storage unit 54, and time. Preferably, the control unit 52 includes a timer for measuring time.

[0038] The torque sensor 60 is used to detect the torque TH of the human-powered driving force H. The torque sensor 60 is provided, for example, in a housing in which the assist motor 42 is provided. The torque sensor 60 detects the torque TH of the human-powered driving force H input to the crank 14. The torque sensor 60 is provided, for example, upstream of the first one-way clutch if a first one-way clutch is provided in the power transmission path. The torque sensor 60 includes a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. If the torque sensor 60 includes a strain sensor, the strain sensor is preferably provided on the outer circumference of a rotating body included in the power transmission path. The torque sensor 60 may include a wireless or wired communication unit. The communication unit of the torque sensor 60 is configured to communicate with the control unit 52.

[0039] The control unit 52 controls the assist motor 42 so that, for example, the motor driving force relative to the human driving force H becomes a predetermined output ratio A. The control unit 52 may also control the assist motor 42 so that, for example, the output torque TM of the motor driving force by the assist motor 42 becomes a predetermined output ratio A relative to the torque TH of the human driving force H of the human-powered vehicle 10. The control unit 52 controls the assist motor 42 in one operating mode selected from a plurality of different operating modes for the output ratio A of the motor driving force relative to the human driving force H. The torque ratio AT of the output torque TM of the assist motor 42 relative to the torque TH of the human driving force H of the human-powered vehicle 10 may be described as output ratio A. The control unit 52 may also control the assist motor 42 so that, for example, the power WX (watts) of the assist motor 42 becomes a predetermined output ratio A relative to the power WH (watts) of the human driving force H. The ratio AW of the power WX of the motor driving force relative to the power WH of the human driving force H of the human-powered vehicle 10 may be described as output ratio A. The power WH of the human-powered driving force H is calculated by multiplying the human-powered driving force H by the rotational speed N of the crank 14. When the output of the assist motor 42 is input to the power transmission path of the human-powered driving force H via a reduction gear, the output of the reduction gear is used as the motor driving force. The control unit 52 outputs a control command to the drive circuit 44 of the assist motor 42 according to the power WH or torque TH of the human-powered driving force H. The control command includes, for example, a torque command value.

[0040] The control unit 52 controls the assist motor 42 so that the upper limit value L of the assist motor 42 is less than or equal to a predetermined value. The control unit 52 controls the assist motor 42 in one operating mode selected from a plurality of operating modes with different upper limits L values. The motor driving force includes the output torque TM of the assist motor 42. The motor driving force may also include the power WX of the assist motor 42. In this case, the control unit 52 controls the assist motor 42 so that the power WX of the assist motor 42 is less than or equal to a predetermined value WX1. In one example, the predetermined value WX1 is 500 watts. In another example, the predetermined value WX1 is 300 watts. The control unit 52 may also control the assist motor 42 so that the torque ratio AT is less than or equal to a predetermined torque ratio AT1. In one example, the predetermined torque ratio AT1 is 300%. In another example, the predetermined torque ratio AT1 is 200%.

[0041] In each of the multiple operating modes, at least one of the output ratio A and the upper output limit L of the assist motor 42 may be different. In each of the multiple operating modes, only the output ratio A, only the upper limit, or both the output ratio A and the upper output limit L of the assist motor 42 may be different. In this case, the control unit 52 controls the assist motor 42 so that the motor driving force is less than or equal to the output ratio A defined in the operating mode of the assist motor 42 in which the motor driving force is selected, and less than or equal to a predetermined value.

[0042] The multiple operating modes include, for example, a maximum operating mode where the output ratio A is the highest, a minimum operating mode where the output ratio A is the lowest, and an intermediate operating mode where the output ratio A is smaller than the maximum operating mode and larger than the minimum operating mode. The multiple operating modes may also include, for example, a maximum operating mode where a predetermined value is the highest, a minimum operating mode where a predetermined value is the lowest, and an intermediate operating mode where a predetermined value is smaller than the maximum operating mode and larger than the minimum operating mode. The multiple operating modes may include multiple intermediate operating modes with different output ratios A, or they may not include any intermediate operating modes. When the control unit 52 changes the operating mode from one of the multiple operating modes to another, it is preferable to change at least one of the output ratio A and the upper limit output value L of the assist motor 42 defined for each operating mode to increase or decrease in a stepwise manner.

[0043] The control unit 52 preferably controls the transmission 46 according to at least one of the driving state and driving environment of the human-powered vehicle 10. For example, the control unit 52 controls the transmission 46 so that the rotation ratio R decreases when the human-powered driving force H is greater than the first driving force, and controls the transmission 46 so that the rotation ratio R increases when the human-powered driving force H is less than the second driving force which is less than the first driving force. For example, the control unit 52 controls the transmission 46 so that the rotation ratio R increases when the rotational speed N of the crank 14 is greater than the first rotational speed, and controls the transmission 46 so that the rotation ratio R decreases when the rotational speed N of the crank 14 is less than the second rotational speed which is less than the first rotational speed. For example, the control unit 52 controls the transmission 46 so that the rotation ratio R decreases when the pitch angle of the human-powered vehicle 10 is greater than the first angle, and controls the transmission 46 so that the rotation ratio R increases when the pitch angle of the human-powered vehicle 10 is less than the second angle which is less than the first angle.

[0044] The control unit 52 controls the transmission 46 by setting a gear shift command value based on at least one of the driving state and driving environment of the human-powered vehicle 10, and when controlling the transmission 46 by operating the gear shift control device, it drives the actuator of the transmission 46. Preferably, the control unit 52 stores the gear shift command value in the storage unit 54. The gear shift command value includes information on at least one of the operating position P of the transmission 46, the gear ratio S formed by the operating position P of the transmission 46, and the rotation ratio R.

[0045] If at least one of the operating position P, gear ratio S, and rotation ratio R corresponding to the gear shift command value stored in the storage unit 54 differs from the actual detected value, the control unit 52 may operate the transmission 46 so that at least one of the operating position P, gear ratio S, and rotation ratio R corresponding to the gear shift command value stored in the storage unit 54 matches the actual detected value. If at least one of the operating position P, gear ratio S, and rotation ratio R corresponding to the gear shift command value stored in the storage unit 54 differs from the actual detected value, the control unit 52 may update at least one of the operating position P, gear ratio S, and rotation ratio R corresponding to the gear shift command value stored in the storage unit 54 so that it matches at least one of the operating position P, gear ratio S, and rotation ratio R corresponding to the actual detected value.

[0046] The control unit 52 controls the output M of the assist motor 42, which assists in the propulsion of the human-powered vehicle 10 equipped with a transmission 46, in accordance with the human-powered driving force H input to the crank 14.

[0047] The control unit 52 controls the assist motor 42 according to the gear shift variable X of the transmission 46 while the human-powered vehicle 10 is in motion. The control unit 52 controls the assist motor 42 according to the rotation ratio R or the operating position P of the transmission 46 while the human-powered vehicle 10 is in motion.

[0048] In one example, the gear shift variable X relates to the operating position P of the transmission 46. When the gear shift variable X relates to the operating position P of the transmission 46, the predetermined range DA of the gear shift variable X includes the predetermined range DPA of the operating position P, the first range D1 of the gear shift variable X includes the first range DP1 of the operating position P, and the second range D2 of the gear shift variable X includes the second range DP2 of the operating position P. When the operating position P changes, the gear ratio S changes and the rotation ratio R changes. The predetermined range DRA includes the operating position P of the transmission 46 that corresponds to the gear shift command value stored in the storage unit 54. When the operating position P of the transmission 46 is at a position that corresponds to the gear shift command value stored in the storage unit 54, the operating position P is included in the predetermined range DRA.

[0049] In another example, the gear shift variable X relates to the rotation ratio R. When the gear shift variable X relates to the rotation ratio R, the predetermined range DA of the gear shift variable X includes the predetermined range DRA of the rotation ratio R, the first range D1 of the gear shift variable X includes the first range DR1 of the rotation ratio R, and the second range D2 of the gear shift variable X includes the second range DR2 of the rotation ratio R. The predetermined range DRA includes the rotation ratio R corresponding to the gear shift command value stored in the storage unit 54. If the rotation ratio R corresponds to the gear shift command value stored in the storage unit 54, the rotation ratio R is included in the predetermined range DRA. If the gear shift command value stored in the storage unit 54 stores information about the operating position P, the control unit 52 may calculate the rotation ratio R corresponding to the gear shift command value using information that associates the operating position P with the rotation ratio R, and set the predetermined range DRA, the first range DR1, and the second range DR2 using the calculated rotation ratio R. If the gear shift command value stored in the memory unit 54 contains information about the gear ratio S, and the human-powered vehicle 10 includes only one transmission 46, the control unit 52 may use the gear ratio S corresponding to the gear shift command value as the rotation ratio R corresponding to the gear shift command value to set predetermined ranges DRA, first range DR1, and second range DR2.

[0050] The control device 50 preferably includes at least one of a first detection unit 62 for detecting the operating position P of the transmission 46 and a second detection unit 64 for detecting the rotation ratio R. The first detection unit 62 may include a gear shift state sensor. In this case, the control unit 52 may acquire the operating position P of the transmission 46 using information previously stored in the storage unit 54. The second detection unit 64 may include a crank rotation sensor 56 and a vehicle speed sensor 58. In this case, the control unit 52 may calculate the rotation ratio R as the quotient obtained by dividing the rotation speed of the wheel 12 detected by the vehicle speed sensor 58 by the rotation speed of the crank 14. If the human-powered vehicle 10 includes only one transmission 46, the control unit 52 uses the rotation ratio R as the gear ratio S.

[0051] When the human-powered vehicle 10 is in motion, if the gear variable X of the transmission 46 is in a first range D1 outside a predetermined range DA, and the rotation ratio R when the gear variable X of the transmission 46 is included in the first range D1 is greater than the rotation ratio R when the gear variable X is included in the predetermined range DA, the control unit 52 controls the assist motor 42 so that at least one of the upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human-powered driving force H increases.

[0052] The control unit 52 preferably controls the assist motor 42 such that at least one of the following decreases: the upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human power driving force H, when the gear variable X of the transmission 46 is different from the first range D1 and is in the second range D2 which is not included in the predetermined range DA.

[0053] Preferably, when the gear shift variable X of the transmission 46 falls from one of the first range D1 and the second range D2 to a predetermined range DA, the control unit 52 sets at least one of the assist motor 42's upper output value L, assist motor 42's output M, and assist motor 42's output ratio A to human power driving force H to a predetermined value. The predetermined value corresponds, for example, to the upper output value L, output M, or output ratio A set for each operating mode of the assist motor 42.

[0054] The gear variable X relates to the operating position P of the transmission 46, and it is preferable that the rotation ratio R when the operating position P is in the first range DP1 is greater than the rotation ratio R when the operating position P is in a predetermined range DPA. It is also preferable that the gear ratio S when the operating position P is in the first range DP1 is greater than the gear ratio S when the operating position P is in a predetermined range DPA.

[0055] The gear variable X relates to the operating position P of the transmission 46, and it is preferable that the rotation ratio R when the operating position P is in the second range DP2 is smaller than the rotation ratio R when the operating position P is in a predetermined range DPA. It is also preferable that the gear ratio S when the operating position P is in the second range DP2 is smaller than the gear ratio S when the operating position P is in a predetermined range DPA.

[0056] If the gear shift variable X relates to the operating position P of the transmission 46, it is preferable that the control unit 52 controls the assist motor 42 such that at least one of the upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human-powered driving force H increases when the operating position P of the transmission 46 is in the first range DP1 while the human-powered vehicle 10 is in motion.

[0057] If the gear shift variable X relates to the operating position P of the transmission 46, the control unit 52 preferably controls the assist motor 42 such that at least one of the upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human power driving force H decreases when the operating position P of the transmission 46 is different from the first range DP1 and is in the second range DP2 which is not included in the predetermined range DPA.

[0058] The gear shift variable X relates to the operating position P of the transmission 46, and it is preferable that the control unit 52 sets at least one of the following to a predetermined value when the operating position P of the transmission 46 moves from one of the first range DP1 and the second range DP2 to a predetermined range DPA: the upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human power driving force H.

[0059] Referring to Figure 3, the process for controlling the assist motor 42 when the gear variable X relates to the operating position P of the transmission 46 will be described. 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.

[0060] In step S11, the control unit 52 determines whether the human-powered vehicle 10 is in motion. The control unit 52 determines that the human-powered vehicle 10 is in motion if, for example, the travel speed V is equal to or greater than a predetermined travel speed, and the rotational speed N of the crank 14 is equal to or greater than a predetermined rotational speed, or if at least one of these conditions is met. If the human-powered vehicle 10 is not in motion, the control unit 52 terminates the process. If the human-powered vehicle 10 is in motion, the control unit 52 proceeds to step S12.

[0061] In step S12, the control unit 52 determines whether the operating position P of the transmission 46 is outside a predetermined range DPA. If the operating position P of the transmission 46 is not outside the predetermined range DPA, the control unit 52 terminates the process. If the operating position P of the transmission 46 is outside the predetermined range DPA, the control unit 52 proceeds to step S13.

[0062] In step S13, the control unit 52 determines whether the operating position P of the transmission 46 is in the first range DP1. If the operating position P of the transmission 46 is in the first range DP1, the control unit 52 proceeds to step S14. In step S14, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L, output M, and output ratio A increases, and then proceeds to step S17.

[0063] If, in step S13, the operating position P of the transmission 46 is not in the first range DP1, the control unit 52 proceeds to step S15. In step S15, the control unit 52 determines whether or not the operating position P of the transmission 46 is in the second range DP2. If the operating position P of the transmission 46 is not in the second range DP2, the control unit 52 terminates the process.

[0064] In step S15, if the operating position P of the transmission 46 is in the second range DP2, the control unit 52 proceeds to step S16. In step S16, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit L, output M, and output ratio A decreases, and then proceeds to step S17.

[0065] In step S17, the control unit 52 determines whether the operating position P of the transmission 46 is within a predetermined range DPA. The control unit 52 repeats the process in step S17 until the operating position P of the transmission 46 is within the predetermined range DPA. When the operating position P of the transmission 46 is within the predetermined range DPA, the control unit 52 proceeds to step S18. In step S18, the control unit 52 sets at least one of the output upper limit value L, output M, and output ratio A to a predetermined value and terminates the process. In step S18, the control unit 52 may also terminate the process by returning at least one of the output upper limit value L, output M, and output ratio A to the value before it was changed in step S14 or step S16.

[0066] The gear shift variable X relates to the rotation ratio R, and it is preferable that the rotation ratio R included in the first range DR1 is greater than the rotation ratio R included in a predetermined range DRA. The gear shift variable X relates to the rotation ratio R, and it is preferable that the rotation ratio R included in the second range DR2 is smaller than the rotation ratio R included in the predetermined range DRA.

[0067] If the gear shift variable X relates to the rotation ratio R, it is preferable that the control unit 52 controls the assist motor 42 such that, while the human-powered vehicle 10 is running, at least one of the upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human-powered driving force H increases when the rotation ratio R is in the first range DR1.

[0068] If the gear shift variable X relates to the rotation ratio R, the control unit 52 preferably controls the assist motor 42 such that at least one of the upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human power driving force H decreases when the rotation ratio R is different from the first range DR1 and is in the second range DR2 which is not included in the predetermined range DRA.

[0069] The gear shift variable X relates to the rotation ratio R, and it is preferable that the control unit 52 sets at least one of the following to a predetermined value when the rotation ratio R of the transmission 46 moves from one of the first range DR1 and the second range DR2 to a predetermined range DRA: the upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human power driving force H.

[0070] Referring to Figure 4, the process of controlling the assist motor 42 when the gear variable X relates to the rotation ratio R will be described. When power is supplied to the control unit 52, it starts processing and moves 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.

[0071] In step S21, the control unit 52 determines whether the human-powered vehicle 10 is in motion. The control unit 52 determines that the human-powered vehicle 10 is in motion if, for example, the travel speed V is equal to or greater than a predetermined travel speed, and the rotational speed N of the crank 14 is equal to or greater than a predetermined rotational speed, or if at least one of these conditions is met. If the human-powered vehicle 10 is not in motion, the control unit 52 terminates the process. If the human-powered vehicle 10 is in motion, the control unit 52 proceeds to step S22.

[0072] In step S22, the control unit 52 determines whether the rotation ratio R is outside the predetermined range DRA. If the rotation ratio R is not outside the predetermined range DRA, the control unit 52 terminates the process. If the rotation ratio R is outside the predetermined range DRA, the control unit 52 proceeds to step S23.

[0073] In step S23, the control unit 52 determines whether the rotation ratio R is in the first range DR1. If the rotation ratio R is in the first range DR1, the control unit 52 proceeds to step S24. In step S24, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit value L, output M, and output ratio A increases, and then proceeds to step S27.

[0074] If the rotation ratio R is not in the first range DR1 in step S23, the control unit 52 proceeds to step S25. In step S25, the control unit 52 determines whether the rotation ratio R is in the second range DR2. If the rotation ratio R is not in the second range DR2, the control unit 52 terminates the process.

[0075] If the rotation ratio R is in the second range DR2 in step S25, the control unit 52 proceeds to step S26. In step S26, the control unit 52 controls the assist motor 42 so that at least one of the output upper limit L, output M, and output ratio A decreases, and then proceeds to step S27.

[0076] In step S27, the control unit 52 determines whether the rotation ratio R is within a predetermined range DRA. The control unit 52 repeats the process in step S27 until the rotation ratio R is within the predetermined range DRA. When the rotation ratio R is within the predetermined range DRA, the control unit 52 proceeds to step S28. In step S28, the control unit 52 sets at least one of the output upper limit value L, output M, and output ratio A to a predetermined value and terminates the process. In step S28, the control unit 52 may also terminate the process by returning at least one of the output upper limit value L, output M, and output ratio A to the value before it was changed in step S24 or step S26.

[0077] When the gear shift variable X is in a first range D1 where the rotation ratio R is greater than in a predetermined range DA, the rider's load is greater than when the gear shift variable X is in the predetermined range DA. This can cause the rider to feel uncomfortable. When the gear shift variable X is in the first range D1, the control unit 52 increases at least one of the assist motor 42's upper output limit L, output M, and output ratio A, thereby reducing the rider's load. This also makes the rider less likely to feel uncomfortable.

[0078] When the gear shift variable X is in a second range D2 where the rotation ratio R is smaller than in a predetermined range DA, the rider's load becomes smaller than when the gear shift variable X is in the predetermined range DA. This can cause the rider to feel uncomfortable. When the gear shift variable X is in the second range D2, the control unit 52 reduces at least one of the assist motor 42's output upper limit L, output M, and output ratio A, making it less likely for the rider to feel uncomfortable. In addition, the power consumption of the assist motor 42 can be suppressed.

[0079] (Second Embodiment) The control device 50 of the second embodiment will be described with reference to Figures 5 and 6. The control device 50 of the second embodiment is the same as the control device 50 of the first embodiment, except that it changes the regenerative state according to the gear variable X. Therefore, components common to the first embodiment are denoted by the same reference numerals as in the first embodiment, and redundant explanations are omitted.

[0080] The control unit 52 includes a regenerative mode in which the assist motor 42 is put into a regenerative state. In the regenerative mode, the control unit 52 switches between an assist state in which the assist motor 42 assists the propulsion of the human-powered vehicle 10 and a regenerative state in which the assist motor 42 is regenerated. The human-powered vehicle 10 is configured to allow changing at least one of the regenerative amount and the regenerative rate in the regenerative mode. Preferably, the control unit 52 is configured to allow changing the regenerative amount in the regenerative mode. The regenerative amount may be the amount of power generated per predetermined rotation of the wheel 12, or the amount of power generated per predetermined time. The control unit 52 charges the battery 40 with the power generated by the regeneration of the assist motor 42. The control device 50 may include an operating unit for the rider to select the regenerative mode. The control unit 52 may switch to the regenerative mode when the conditions for switching to the regenerative mode are met. The conditions for switching to the regenerative mode include, for example, that the remaining charge of the battery 40 is below a predetermined amount.

[0081] For example, in regenerative mode, the control unit 52 switches between assist state and regenerative state based on the torque TH or power WH of the human-powered driving force H, and changes the amount of regeneration by changing the torque TH or power WH that switches between assist state and regenerative state. For example, in regenerative mode, when the torque TH or power WH falls below a first value, the control unit 52 switches from assist state to regenerative state and increases the amount of regeneration by increasing the first value. The first value can also be set to a value of zero or less. In regenerative mode, the control unit 52 may also change the amount of regeneration by changing the ratio of the time spent in the assist state to the time spent in the regenerative state. For example, the control unit 52 drives the assist motor 42 when the rotational phase of the crank 14 is within a predetermined phase range, and regenerates the assist motor 42 when it is outside the predetermined phase range. In this case, the control unit 52 increases the amount of regeneration by reducing the predetermined phase range.

[0082] In the regenerative state, the control unit 52 may supply power to electrical components other than the assist motor 42, in lieu of or in addition to charging the battery 40. These electrical components include, for example, lamps or braking devices.

[0083] The control unit 52 controls the assist motor 42, which assists in the propulsion of the human-powered vehicle 10 equipped with a transmission 46, in accordance with the human-powered driving force H input to the crank 14. The control unit 52 controls the assist motor 42 such that the regenerative state of the assist motor 42 when the gear variable X of the transmission 46 is not included in a predetermined range DA is different from the regenerative state of the assist motor 42 when the gear variable X is included in a predetermined range DA. The transmission 46 changes the rotation ratio R, which is defined as the quotient obtained by dividing the rotation speed of the wheel 12 by the rotation speed of the crank 14. The transmission 46 is configured in the same way as the transmission 46 of the first embodiment.

[0084] The regenerative state preferably includes at least one of the regenerative amount of the assist motor 42 and the regenerative rate of the assist motor 42.

[0085] For example, the control unit 52 controls the assist motor 42 so that, while the human-powered vehicle 10 is in motion, the amount of regeneration of the assist motor 42 when the gear variable X of the transmission 46 is not included in a predetermined range DA is greater than the amount of regeneration of the assist motor 42 when the gear variable X is included in a predetermined range DA. For example, the control unit 52 controls the assist motor 42 so that, while the human-powered vehicle 10 is in motion, the amount of regeneration of the assist motor 42 when the gear variable X of the transmission 46 is not included in a predetermined range DA is less than the amount of regeneration of the assist motor 42 when the gear variable X is included in a predetermined range DA. Preferably, the control unit 52 controls the assist motor 42 so that when the gear variable X of the transmission 46 is in a first range D1 outside the predetermined range DA, the amount of regeneration of the assist motor 42 is smaller than the amount of regeneration of the assist motor 42 when the gear variable X is in the predetermined range DA, and when the gear variable X of the transmission 46 is in a second range D2 outside the predetermined range DA, the amount of regeneration of the assist motor 42 is larger than the amount of regeneration of the assist motor 42 when the gear variable X is in the predetermined range DA.

[0086] For example, if the gear shift variable X relates to the operating position P of the transmission 46, the control unit 52 controls the assist motor 42 such that, while the human-powered vehicle 10 is running, the amount of regeneration of the assist motor 42 when the operating position P of the transmission 46 is not included in a predetermined range DPA is greater than the amount of regeneration of the assist motor 42 when the operating position P is included in a predetermined range DPA. For example, if the gear shift variable X relates to the operating position P of the transmission 46, the control unit 52 controls the assist motor 42 such that, while the human-powered vehicle 10 is running, the amount of regeneration of the assist motor 42 when the operating position P of the transmission 46 is not included in a predetermined range DPA is less than the amount of regeneration of the assist motor 42 when the operating position P is included in a predetermined range DPA. When the gear shift variable X relates to the operating position P of the transmission 46, it is preferable that the control unit 52 controls the assist motor 42 so that, while the human-powered vehicle 10 is running, the amount of regeneration of the assist motor 42 when the operating position P of the transmission 46 is included in a first range DP1 outside a predetermined range DPA is smaller than the amount of regeneration of the assist motor 42 when the operating position P is included in a predetermined range DPA, and the amount of regeneration of the assist motor 42 when the operating position P of the transmission 46 is included in a second range DP2 outside a predetermined range DPA is larger than the amount of regeneration of the assist motor 42 when the operating position P is included in a predetermined range DPA.

[0087] Referring to Figure 5, the process for controlling the regenerative braking amount of the assist motor 42 when the gear variable X relates to the operating position P of the transmission 46 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 5. When the flowchart in Figure 5 ends, the control unit 52 repeats the processing from step S31 at predetermined intervals until the power supply is stopped.

[0088] In step S31, the control unit 52 determines whether the human-powered vehicle 10 is in motion. The control unit 52 determines that the human-powered vehicle 10 is in motion if, for example, the travel speed V is equal to or greater than a predetermined travel speed, and at least one of the following conditions is met: the travel speed V is equal to or greater than a predetermined travel speed, and the rotational speed N of the crank 14 is equal to or greater than a predetermined rotational speed. If the human-powered vehicle 10 is not in motion, the control unit 52 terminates the process. If the human-powered vehicle 10 is in motion, the control unit 52 proceeds to step S32.

[0089] In step S32, the control unit 52 determines whether the operating position P of the transmission 46 is outside a predetermined range DPA. If the operating position P of the transmission 46 is not outside the predetermined range DPA, the control unit 52 terminates the process. If the operating position P of the transmission 46 is outside the predetermined range DPA, the control unit 52 proceeds to step S33.

[0090] In step S33, the control unit 52 determines whether the operating position P of the transmission 46 is in the first range DP1. If the operating position P of the transmission 46 is in the first range DP1, the control unit 52 proceeds to step S34. In step S34, the control unit 52 controls the assist motor 42 so that the amount of regeneration decreases, and then proceeds to step S37.

[0091] If, in step S33, the operating position P of the transmission 46 is not in the first range DP1, the control unit 52 proceeds to step S35. In step S15, the control unit 52 determines whether or not the operating position P of the transmission 46 is in the second range DP2. If the operating position P of the transmission 46 is not in the second range DP2, the control unit 52 terminates the process.

[0092] If, in step S35, the operating position P of the transmission 46 is in the second range DP2, the control unit 52 proceeds to step S36. In step S36, the control unit 52 controls the assist motor 42 so that the amount of regeneration increases, and then proceeds to step S37.

[0093] In step S37, the control unit 52 determines whether the operating position P of the transmission 46 is within a predetermined range DPA. The control unit 52 repeats the process in step S37 until the operating position P of the transmission 46 is within the predetermined range DPA. When the operating position P of the transmission 46 is within the predetermined range DPA, the control unit 52 proceeds to step S38. In step S38, the control unit 52 sets the regenerative amount to a predetermined value and terminates the process. In step S38, the control unit 52 may also terminate the process by returning the regenerative amount to the value it was at before it was changed in step S34 or step S36.

[0094] For example, if the gear variable X relates to the rotation ratio R, the control unit 52 controls the assist motor 42 so that, while the human-powered vehicle 10 is running, the amount of regeneration of the assist motor 42 when the rotation ratio R is not included in a predetermined range DRA is greater than the amount of regeneration of the assist motor 42 when the rotation ratio R is included in a predetermined range DRA. For example, if the gear variable X relates to the rotation ratio R, the control unit 52 controls the assist motor 42 so that, while the human-powered vehicle 10 is running, the amount of regeneration of the assist motor 42 when the rotation ratio R is not included in a predetermined range DRA is smaller than the amount of regeneration of the assist motor 42 when the rotation ratio R is included in a predetermined range DRA. When the gear shift variable X relates to the rotation ratio R, it is preferable that the control unit 52 controls the assist motor 42 so that the amount of regeneration of the assist motor 42 when the rotation ratio R is in a first range DR1 outside the predetermined range DRA is smaller than the amount of regeneration of the assist motor 42 when the rotation ratio R is in the predetermined range DRA, and controls the assist motor 42 so that the amount of regeneration of the assist motor 42 when the rotation ratio R is in a second range DR2 outside the predetermined range DRA is larger than the amount of regeneration of the assist motor 42 when the rotation ratio R is in the predetermined range DRA.

[0095] Referring to Figure 6, the process of controlling the assist motor 42 when the gear variable X relates to the rotation ratio R will be described. When power is supplied to the control unit 52, it starts processing and moves to step S41 of the flowchart shown in Figure 6. When the flowchart in Figure 6 ends, the control unit 52 repeats the processing from step S41 at predetermined intervals until the power supply is stopped.

[0096] In step S41, the control unit 52 determines whether the human-powered vehicle 10 is in motion. The control unit 52 determines that the human-powered vehicle 10 is in motion if, for example, the travel speed V is equal to or greater than a predetermined travel speed, and the rotational speed N of the crank 14 is equal to or greater than a predetermined rotational speed, or if at least one of these conditions is met. If the human-powered vehicle 10 is not in motion, the control unit 52 terminates the process. If the human-powered vehicle 10 is in motion, the control unit 52 proceeds to step S42.

[0097] In step S42, the control unit 52 determines whether the rotation ratio R is outside the predetermined range DRA. If the rotation ratio R is not outside the predetermined range DRA, the control unit 52 terminates the process. If the rotation ratio R is outside the predetermined range DRA, the control unit 52 proceeds to step S43.

[0098] In step S43, the control unit 52 determines whether the rotation ratio R is in the first range DR1. If the rotation ratio R is in the first range DR1, the control unit 52 proceeds to step S44. In step S44, the control unit 52 controls the assist motor 42 so that the amount of regeneration decreases, and then proceeds to step S47.

[0099] If the rotation ratio R is not in the first range DR1 in step S43, the control unit 52 proceeds to step S45. In step S45, the control unit 52 determines whether the rotation ratio R is in the second range DR2. If the rotation ratio R is not in the second range DR2, the control unit 52 terminates the process.

[0100] If the rotation ratio R is in the second range DR2 in step S45, the control unit 52 proceeds to step S46. In step S46, the control unit 52 controls the assist motor 42 so that the amount of regeneration increases, and then proceeds to step S47.

[0101] In step S47, the control unit 52 determines whether the rotation ratio R is within a predetermined range DRA. The control unit 52 repeats the process in step S47 until the rotation ratio R is within the predetermined range DRA. When the rotation ratio R is within the predetermined range DRA, the control unit 52 proceeds to step S48. In step S48, the control unit 52 sets the regeneration amount to a predetermined value and terminates the process. In step S48, the control unit 52 may also terminate the process by returning the regeneration amount to the value it was at before it was changed in step S44 or step S46.

[0102] When the gear shift variable X is in a first range D1 where the rotation ratio R is greater than in a predetermined range DA, the rider's load is greater than when the gear shift variable X is in the predetermined range DA. Therefore, the rider may feel uncomfortable. When the gear shift variable X is in the first range D1, the control unit 52 reduces the amount of regeneration by the assist motor 42, thereby reducing the rider's load. This also makes the rider less likely to feel uncomfortable.

[0103] When the gear shift variable X is in a second range D2 where the rotation ratio R is smaller than in a predetermined range DA, the rider's load becomes smaller than when the gear shift variable X is in the predetermined range DA. Therefore, the rider may feel uncomfortable. When the gear shift variable X is in the second range D2, the control unit 52 increases the amount of regeneration from the assist motor 42, making the rider less likely to feel uncomfortable. Furthermore, the amount of power generated can be increased.

[0104] (modified version) The description of embodiments is illustrative of possible forms of a control device for a human-powered vehicle according to the present invention, and is not intended to limit its form. A control device for a human-powered vehicle according to the present invention may take the form of, for example, a modification of the embodiments shown below, and a combination 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.

[0105] In the second embodiment, the control unit 52 may control the assist motor 42 such that the regeneration rate differs when the gear variable X of the transmission 46 is within one of the first range D1 and the second range D2, compared to when the gear variable X is within a predetermined range DA. The regeneration rate is, for example, the ratio of the power WH or torque TH of the human-powered driving force H used for regeneration. For example, the assist motor 42 is provided with a switching device that can switch the ratio of the human-powered driving force H transmitted to the rotor of the assist motor 42, and the control unit 52 changes the regeneration rate by controlling the switching device. For example, the control unit 52 controls the assist motor 42 so that, while the human-powered vehicle 10 is in motion, the regenerative rate of the assist motor 42 when the gear variable X of the transmission 46 is not included in a predetermined range DA is greater than the regenerative rate of the assist motor 42 when the gear variable X is included in a predetermined range DA. For example, the control unit 52 controls the assist motor 42 so that, while the human-powered vehicle 10 is in motion, the regenerative rate of the assist motor 42 when the gear variable X of the transmission 46 is not included in a predetermined range DA is less than the regenerative rate of the assist motor 42 when the gear variable X is included in a predetermined range DA. Preferably, the control unit 52 controls the assist motor 42 while the human-powered vehicle 10 is running such that the regenerative rate of the assist motor 42 when the gear variable X of the transmission 46 is in a first range D1 outside the predetermined range DA is smaller than the regenerative rate of the assist motor 42 when the gear variable X is in the predetermined range DA, and controls the assist motor 42 when the gear variable X of the transmission 46 is in a second range D2 outside the predetermined range DA is larger than the regenerative rate of the assist motor 42 when the gear variable X is in the predetermined range DA. Specifically, if the gear variable X relates to the operating position P of the transmission 46, then, as shown in Figure 7, step S34 in Figure 5 is changed to step S51 in Figure 7, step S36 in Figure 5 is changed to step S52 in Figure 7, and step S38 in Figure 5 is changed to step S53 in Figure 7. In step S51, the control unit 52 controls the assist motor 42 so that the regeneration rate decreases, and then proceeds to step S37. In step S52, the control unit 52 controls the assist motor 42 so that the regeneration rate increases, and then proceeds to step S37. In step S53, the control unit 52 sets the regeneration rate to a predetermined value and terminates the process. If the gear variable X relates to the rotation ratio R, then, as shown in Figure 8, step S44 in Figure 6 is changed to step S61 in Figure 8, step S46 in Figure 6 is changed to step S62 in Figure 8, and step S48 in Figure 6 is changed to step S63 in Figure 8. In step S61, the control unit 52 controls the assist motor 42 so that the regeneration rate decreases, and proceeds to step S47. In step S62, the control unit 52 controls the assist motor 42 so that the regeneration rate increases, and proceeds to step S47. In step S63, the control unit 52 sets the regeneration rate to a predetermined value and terminates the process.

[0106] In the first embodiment, the control unit 52 may control the assist motor 42 such that, when the gear variable X of the transmission 46 is included in either the first range D1 or the second range D2, at least one of the regeneration amount and regeneration rate is different from when the gear variable X is included in a predetermined range DA.

[0107] The control unit 52 may control at least one of the following: the upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human power driving force H, according to the difference between the gear variable X of the transmission 46 included in a predetermined range DA and the gear variable X of the transmission 46 included outside the predetermined range DA. The transmission 46 changes the rotation ratio R, which is defined as the quotient obtained by dividing the rotation speed of the wheel 12 by the rotation speed of the crank 14. The transmission 46 is configured in the same way as the transmission 46 of the first embodiment. Preferably, the gear variable X of the transmission 46 included in the predetermined range DA is the gear variable X corresponding to the gear shift command value stored in the storage unit 54. Preferably, the control unit 52 controls at least one of the assist motor 42's output upper limit L, assist motor 42's output M, and assist motor 42's output ratio A to human power driving force H, according to the difference between the shift variable X corresponding to the shift command value stored in the memory unit 54 and the shift variable X detected by the first detection unit 62 or the second detection unit 64. For example, if the operating position P of the transmission 46 is included in the first range DP1, the control unit 52 increases the amount of increase of at least one of the output upper limit L, output M, and output ratio A as the difference between the operating position P of the transmission 46 detected by the first detection unit 62 and the operating position P corresponding to the shift command value stored in the memory unit 54 is larger. For example, when the operating position P of the transmission 46 is included in the second range DP2, the control unit 52 increases the amount of decrease of at least one of the output upper limit L, output M, and output ratio A as the difference between the operating position P of the transmission 46 detected by the first detection unit 62 and the operating position P corresponding to the gear shift command value stored in the storage unit 54 increases. For example, when the rotation ratio R is included in the first range DR1, the control unit 52 increases the amount of increase of at least one of the output upper limit L, output M, and output ratio A as the difference between the rotation ratio R detected by the second detection unit 64 and the rotation ratio R corresponding to the gear shift command value stored in the storage unit 54 increases. For example, when the rotation ratio R is included in the second range DR2, the control unit 52 increases the amount of decrease of at least one of the output upper limit L, output M, and output ratio A as the difference between the rotation ratio R detected by the second detection unit 64 and the rotation ratio R corresponding to the gear shift command value stored in the storage unit 54 increases.The control unit 52 may linearly increase, stepwise increase, or exponentially increase at least one of the following: the upper limit value L of the assist motor 42, the output M of the assist motor 42, and the output ratio A of the assist motor 42 to the human power driving force H, as the difference between the gear shift variable X included in the predetermined range DA and the gear shift variable X included outside the predetermined range DA increases.

[0108] The control unit 52 may control the assist motor 42 according to the gear ratio S instead of the operating position P. In this case, it is preferable that the control device 50 includes a third detection unit for detecting the gear ratio S. The third detection unit detects, for example, the rotational speed of a rotating body upstream of the transmission 46 and the rotational speed of a rotating body downstream of the transmission 46. The control unit 52 calculates the gear ratio S by dividing the rotational speed of the rotating body downstream of the transmission 46 by the rotational speed of the rotating body upstream of the transmission 46. If the human-powered vehicle 10 includes multiple transmissions 46, the control unit 52 may control the assist motor 42 according to the gear ratio S of each transmission 46, or it may control the assist motor 42 according to the rotation ratio R obtained by multiplying the gear ratios S of the multiple transmissions 46.

[0109] The transmission 46 may not have an actuator and may be connected to the gear shift operating device by a mechanical cable. In this case, it is preferable that the control unit 52 stores the gear shift variable X corresponding to the detected operation of the gear shift operating device in the storage unit 54. In this case, the predetermined range DA is the range that includes the gear shift variable X stored in the storage unit 54. [Explanation of Symbols]

[0110] 10...Human-powered vehicle, 12...Wheel, 14...Crank, 42...Assist motor, 46...Transmission, 50...Control device for human-powered vehicle, 52...Control unit.

Claims

1. A control device for a human-powered vehicle, A control unit controls the output of an assist motor that assists the propulsion of the human-powered vehicle, which is equipped with a transmission that changes the rotation ratio defined by the quotient obtained by dividing the rotation speed of the wheels by the rotation speed of the crank, in accordance with the human-powered driving force input to the crank. Including the memory unit, The control unit sets a gear shift command value and drives the transmission, and stores the gear shift command value in the storage unit. The gear shift command value includes information relating to at least one of the operating position of the transmission, the gear ratio formed by the operating position, and the rotation ratio. The gear shift variables of the transmission correspond to information regarding the operating position of the transmission and at least one of the rotation ratios. The predetermined range includes the gear shift variable corresponding to the gear shift command value stored in the memory unit, The control unit controls, when the gear shift variable detected by the detection unit is outside the predetermined range, the upper limit of the assist motor's output, the output of the assist motor, and the ratio of the assist motor's output to the human-powered driving force, according to the difference between the gear shift variable corresponding to the gear shift command value stored in the storage unit and the gear shift variable detected by the detection unit.

2. The control device according to claim 1, wherein the gear shift variable relates to the operating position of the transmission.

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