JP7632991B2 - Control device for human-powered vehicles - Google Patents

Description

The present invention relates to a control device for a human-powered vehicle.

Control devices for human-powered vehicles used in human-powered vehicles are known. Conventional control devices for human-powered vehicles control various components mounted on the human-powered vehicles. Patent Document 1 discloses an example of a conventional control device for human-powered vehicles.

Special Publication No. 10-511621

It is desirable for passengers in human-powered vehicles to be able to travel comfortably.
An object of the present invention is to provide a control device for a human-powered vehicle that can contribute to a comfortable driving experience of the human-powered vehicle.

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

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

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

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

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

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

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

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

In the control device for a human-powered vehicle of a ninth aspect in accordance with the eighth aspect of the present disclosure, the second control unit performs gear shifting using the transmission while the first control unit is controlling the resistance adjustment unit so as to increase the resistance of the crank, and the first control unit controls the resistance adjustment unit so as to decrease the resistance of the crank generated by the resistance adjustment unit after the gear shifting using the transmission is completed by the second control unit.
According to the control device for a human-powered vehicle of the ninth aspect, the state in which the resistance adjustment unit is controlled so as to increase the resistance of the crank continues until the gear shift by the transmission is completed, thereby contributing to a comfortable driving experience of the human-powered vehicle.

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

In the control device for a human-powered vehicle of an eleventh aspect in accordance with the tenth aspect of the present disclosure, the first control unit is configured to control the resistance adjustment unit so that the resistance of the crank is increased at least in one of a case where the ratio becomes small and a case where the ratio becomes large.
The control device for a human-powered vehicle according to the eleventh aspect can contribute to a comfortable driving experience for the human-powered vehicle.

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

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

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

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

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

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

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

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

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

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

The control device for a human-powered vehicle disclosed herein can contribute to a more comfortable driving experience for human-powered vehicles.

1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment; FIG. 2 is a block diagram showing an example of a power transmission path of the human-powered vehicle of FIG. 1 . FIG. 2 is a block diagram showing the connection relationship between the human-powered vehicle control device of FIG. 1 and various elements. 4 is a flowchart showing an example of control executed by a second control unit in FIG. 3 . 4 is a flowchart showing an example of control executed by a first control unit in FIG. 3 . 10 is a flowchart showing an example of control executed by a first control unit in a control device for a human-powered vehicle according to a second embodiment. 13 is a flowchart showing an example of control executed by a first control unit in a control device for a human-powered vehicle according to a third embodiment. 13 is a flowchart showing an example of control executed by a first control unit in a control device for a human-powered vehicle according to a fourth embodiment. 13 is a flowchart showing an example of control executed by a first control unit in a control device for a human-powered vehicle according to a fifth embodiment. 13 is a flowchart showing an example of control executed by a first control unit in a control device for a human-powered vehicle according to a sixth embodiment. 23 is a flowchart showing an example of control executed by a first control unit in a control device for a human-powered vehicle according to a seventh embodiment. 23 is a flowchart showing an example of control executed by a first control unit in the control device for a human-powered vehicle according to the eighth embodiment. 23 is a flowchart showing an example of control executed by a first control unit in the control device for a human-powered vehicle according to the ninth embodiment. FIG. 11 is a block diagram showing an example of a power transmission path of a modified human-powered vehicle.

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

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

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

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

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

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

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

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

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

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

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

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

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

The direct-coupled clutch 54A includes a first part connected to the electric motor 42A and a second part connected to the output unit 52. The direct-coupled clutch 54A is configured to be able to switch between a first state in which the first part and the second part are connected to each other and rotate together with the first part, and a second state in which no power is transmitted between the first part and the second part. The direct-coupled clutch 54A includes, for example, an electromagnetic clutch. The direct-coupled clutch 54A is controlled by a first control unit 62. When it is necessary to generate a resistance force on the crank 20 by the electric motor 42A, or when the electric motor 42A assists in propulsion of the human-powered vehicle, the first control unit 62 controls the direct-coupled clutch 54A to be in the first state. When it is not necessary to generate a resistance force on the crank 20 by the electric motor 42A and when the electric motor 42A does not assist in propulsion of the human-powered vehicle, the first control unit 62 controls the direct-coupled clutch 54A to be in the second state.

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

3, the control device 60 includes a first control unit 62 configured to control the resistance adjustment unit 40 so that the resistance of the crank 20 increases according to the running state of the human-powered vehicle 10 when the crank 20 rotates in a predetermined rotation direction. The first control unit 62 includes a first arithmetic processing unit that executes a predetermined control program. The first arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The first control unit 62 may include one or more microcomputers. The control device 60 further includes a memory unit 64. The memory unit 64 stores various control programs and information used in various control processes. The memory unit 64 includes, for example, a non-volatile memory and a volatile memory. In one example, the control device 60 is provided in the housing 42B of the drive unit 42 in which the electric motor 42A is housed.

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

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

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

The first control unit 62 calculates the target resistance DG, for example, when the change amount ΔRC of the rotation speed RC of the crank 20 is equal to or greater than the first value VA1 and the human-powered driving force HP is less than the second value VA2. In one example, the first control unit 62 calculates the target resistance DG based on the running state of the human-powered vehicle 10. The target resistance DG is, for example, a resistance of the crank 20 at which a rider on the human-powered vehicle 10 feels a load when pedaling. The first control unit 62 controls the resistance adjustment unit 40 according to the target resistance DG. Specifically, the first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 becomes the target resistance DG. The first control unit 62 may control the resistance adjustment unit 40 appropriately according to the running state of the human-powered vehicle 10 without calculating the target resistance DG.

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

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

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

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

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

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

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

The rotation speed RW of the wheels 16 correlates with the traveling speed of the human-powered vehicle 10. The rotation speed RW of the wheels 16 may be directly detected by various sensors, or may be calculated using the traveling speed of the human-powered vehicle 10 and the circumference of the wheels 16. In one example, the second control unit 66 calculates the estimated cadence EC based on equation [1].

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

The second control unit 66 preferably performs gear shifting by the transmission 34 while the first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 is increased. The first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 is increased while the second control unit 66 automatically controls the transmission 34 until an appropriate gear ratio GR according to the gear shifting conditions is reached. The first control unit 62 preferably controls the resistance adjustment unit 40 so that the resistance of the crank 20 generated by the resistance adjustment unit 40 is reduced after the second control unit 66 completes the gear shifting by the transmission 34. The first control unit 62 determines that the gear shifting by the transmission 34 is completed, for example, when the estimated cadence EC falls within a range of less than the first threshold value TH1 and greater than the second threshold value TH2. After the second control unit 66 has completed the shift by the transmission 34, the first control unit 62 may preferably control the resistance adjustment unit 40 so that the resistance of the crank 20 generated by the resistance adjustment unit 40 gradually decreases, or may control the resistance adjustment unit 40 so that the resistance of the crank 20 generated by the resistance adjustment unit 40 immediately becomes zero.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

In step S26, the first control unit 62 determines whether the estimated cadence EC is less than the first threshold value TH1. If the estimated cadence EC is less than the first threshold value TH1, it is assumed that the gear shifting by the gear changing device 34 performed by the second control unit 66 has been completed. If the first control unit 62 determines in step S26 that the estimated cadence EC is equal to or greater than the first threshold value TH1, it repeats the process of step S26. If the first control unit 62 determines in step S26 that the estimated cadence EC is less than the first threshold value TH1, it proceeds to step S27. In step S27, the first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 is reduced, and ends the flowchart shown in FIG. 5. The processes of step S21, step S23, or both steps S21 and S23 may be omitted.

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

Second Embodiment
The control device 60 of the second embodiment will be described with reference to Fig. 6. The control device 60 of the second embodiment is similar to the control device 60 of the first embodiment except for the difference in the control executed by the first control unit 62. Therefore, the same reference numerals as those in the first embodiment are used for the configurations common to the first embodiment, and the duplicated description will be omitted.

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

The first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 decreases according to the target resistance DG by gradually decreasing the target resistance DG according to the manual driving force HP. For example, when the target resistance DG becomes 0, the first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 generated by the resistance adjustment unit 40 becomes 0.

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

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

Third Embodiment
The control device 60 of the third embodiment will be described with reference to Fig. 7. The control device 60 of the third embodiment is similar to the control device 60 of the first embodiment except for the difference in the control executed by the first control unit 62. Therefore, the same reference numerals as those in the first embodiment are used for the configurations common to the first embodiment, and the duplicated description will be omitted.

The first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 increases according to the running state of the human-powered vehicle 10, and then reduces the target resistance DG according to the elapsed time thereafter. In one example, the first control unit 62 gradually reduces the target resistance DG according to the elapsed time. For example, when the elapsed time reaches a predetermined time, the first control unit 62 sets the target resistance DG to 0. The predetermined time is set in advance based on the elapsed time when it is assumed that the gear shift by the transmission 34 executed by the second control unit 66 has been completed, for example. The control device 60 further includes at least a clock or timer.

The first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 decreases according to the target resistance DG while gradually decreasing the target resistance DG according to the elapsed time. For example, when the target resistance DG becomes 0, the first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 generated by the resistance adjustment unit 40 becomes 0.

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

When step S25 is completed, the first control unit 62 proceeds to step S46. In step S46, the first control unit 62 reduces the target resistance DG according to the elapsed time after the processing of step S25 is completed. In step S47, the first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 is reduced according to the target resistance DG. In step S48, the first control unit 62 determines whether the elapsed time has reached a predetermined time. If the first control unit 62 determines in step S48 that the elapsed time has not reached the predetermined time, it proceeds to step S46. If the first control unit 62 determines in step S48 that the elapsed time has reached the predetermined time, it ends the processing of the processing of the flowchart in FIG. 7. The first control unit 62 may execute the processing of step S26 shown in FIG. 5 between steps S25 and S46.

Fourth Embodiment
The control device 60 of the fourth embodiment will be described with reference to Fig. 8. The control device 60 of the fourth embodiment is similar to the control device 60 of the first embodiment except for the difference in the control executed by the first control unit 62. Therefore, the same reference numerals as those in the first embodiment are used for the configurations common to the first embodiment, and the duplicated description will be omitted.

The first control unit 62 controls the drag adjustment unit 40 so that the drag of the crank 20 increases according to the running state of the human-powered vehicle 10, and then reduces the target drag DG according to the gear stage of the transmission 34. In one example, the first control unit 62 gradually reduces the target drag DG according to the gear stage of the transmission 34. Specifically, the first control unit 62 reduces the target drag DG each time the gear stage of the transmission 34 is changed by the second control unit 66. The first control unit 62 reduces the target drag DG each time the transmission 34 is controlled by the second control unit 66 so that the gear ratio GR of the human-powered vehicle 10 increases. For example, when the gear stage of the transmission 34 reaches the target gear stage, the first control unit 62 sets the target drag DG to 0. The target gear stage is determined based on the relationship between the estimated cadence EC and the current gear ratio GR of the human-powered vehicle 10, for example. When the gear stage of the transmission 34 reaches the target gear stage, it is assumed that the gear shifting by the transmission 34 performed by the second control unit 66 has been completed.

The first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 decreases according to the target resistance DG while gradually decreasing the target resistance DG according to the gear stage of the transmission 34. For example, when the target resistance DG becomes zero, the first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 generated by the resistance adjustment unit 40 becomes zero.

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

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

Fifth Embodiment
The control device 60 of the fifth embodiment will be described with reference to Fig. 9. The control device 60 of the fifth embodiment is similar to the control device 60 of the first embodiment except for the difference in the control executed by the first control unit 62. Therefore, the same reference numerals as those in the first embodiment are used for the configurations common to the first embodiment, and the duplicated description will be omitted.

The first control unit 62 is configured to control the resistance adjustment unit 40 so that the resistance of the crank 20 increases when the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 do not satisfy a predetermined relationship. The first control unit 62 determines that the predetermined relationship is satisfied when, for example, the estimated rotation speed of the drive wheel 16B estimated based on the rotation speed RC of the crank 20 and the gear ratio GR of the human-powered vehicle 10 is substantially equal to the actual rotation speed of the drive wheel 16B. The first control unit 62 determines that the predetermined relationship is not satisfied when, for example, the estimated rotation speed of the drive wheel 16B is smaller than the actual rotation speed of the drive wheel 16B. When the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 do not satisfy the predetermined relationship, the resistance of the crank 20 to the human-powered driving force HP is small, and the crank 20 may spin freely. For example, when the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 do not satisfy a predetermined relationship, the first control unit 62 calculates the target resistance DG and controls the resistance adjustment unit 40 according to the target resistance DG.

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

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

Instead of the process of step S26 in the flowchart of FIG. 9, the first control unit 62 may determine whether or not the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 do not satisfy a predetermined relationship. In this case, when the first control unit 62 determines that the rotation speed RC of the crank 20 and the rotation speed RW of the wheel 16 satisfy the predetermined relationship, it proceeds to step S27.

Sixth Embodiment
The control device 60 of the sixth embodiment will be described with reference to Fig. 10. The control device 60 of the sixth embodiment is similar to the control device 60 of the first embodiment except for the difference in the control executed by the first control unit 62. Therefore, the same reference numerals as those in the first embodiment are used for the configurations common to the first embodiment, and the duplicated description will be omitted.

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

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

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

Seventh Embodiment
The control device 60 of the seventh embodiment will be described with reference to Fig. 11. The control device 60 of the seventh embodiment is similar to the control device 60 of the first embodiment except for the difference in the control executed by the first control unit 62. Therefore, the same reference numerals as those in the first embodiment are used for the configurations common to the first embodiment, and the duplicated description will be omitted.

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

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

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

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

Eighth embodiment
The control device 60 of the eighth embodiment will be described with reference to Fig. 12. The control device 60 of the eighth embodiment is similar to the control device 60 of the first embodiment except for the control executed by the first control unit 62. Therefore, the same reference numerals as in the first embodiment are used for the configurations common to the first embodiment, and the duplicated description will be omitted.

The first control unit 62 is configured to control the resistance adjustment unit 40 so that the resistance of the crank 20 is increased when the torque T input to the crank 20 is less than the eighth value VA8. The eighth value VA8 includes, for example, a value of the torque T when there is a possibility that the crank 20 is spinning freely. The eighth value VA8 includes a value in the range of 0 N·m to 5 N·m, preferably, a value in the range of 0 N·m to 2 N·m. When the torque T input to the crank 20 is less than the eighth value VA8, the resistance of the crank 20 against the manual driving force HP is small, and there is a possibility that the crank 20 is spinning freely. The first control unit 62 calculates a target resistance DG when, for example, the torque T input to the crank 20 is less than the eighth value VA8, and controls the resistance adjustment unit 40 according to the target resistance DG.

The first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 increases according to the running state of the human-powered vehicle 10, and then, when the torque T input to the crank 20 is equal to or greater than the ninth value VA9, controls the resistance adjustment unit 40 so that the resistance of the crank 20 generated by the resistance adjustment unit 40 decreases. The ninth value VA9 is set in advance. The ninth value VA9 is set in advance, for example, based on the torque T at which the shifting of the transmission 34 performed by the second control unit 66 is assumed to be completed. Specifically, the ninth value VA9 is set in advance based on the torque T at which the human-powered driving force HP is assumed to be in a state in which it is transmitted to the driving wheels 16B. The ninth value VA9 is, for example, a value of 5 N·m or more. The first control unit 62 may control the resistance adjustment unit 40 so that the resistance of the crank 20 generated by the resistance adjustment unit 40 gradually decreases. The resistance adjustment unit 40 may be controlled so that the resistance of the crank 20 generated by the resistance adjustment unit 40 immediately becomes zero.

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

In step S91, the first control unit 62 determines whether the torque T input to the crank 20 is less than the eighth value VA8. If the first control unit 62 determines in step S91 that the torque T input to the crank 20 is equal to or greater than the eighth value VA8, the first control unit 62 repeats the process of step S91. If the first control unit 62 determines in step S91 that the torque T input to the crank 20 is less than the eighth value VA8, the first control unit 62 proceeds to step S24.

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

Ninth embodiment
The control device 60 of the ninth embodiment will be described with reference to Fig. 13. The control device 60 of the ninth embodiment is similar to the control device 60 of the first embodiment except for the difference in the control executed by the first control unit 62. Therefore, the same reference numerals as in the first embodiment are used for the configurations common to the first embodiment, and the duplicated description will be omitted.

The first control unit 62 is configured to control the resistance adjustment unit 40 so that the resistance of the crank 20 increases when the ratio of the rotation speed of the drive wheel 16B to the rotation speed RC of the crank 20 is changed. The first control unit 62 is configured to control the resistance adjustment unit 40 so that the resistance of the crank 20 increases at least in one of the cases when the second control unit 66 automatically controls the transmission 34 in accordance with the shifting conditions and when the shift operation device 34B is operated. The first control unit 62 may be configured to control the resistance adjustment unit 40 so that the resistance of the crank 20 increases only when the second control unit 66 automatically controls the transmission 34 in accordance with the shifting conditions, only when the shift operation device 34B is operated, or both when the second control unit 66 automatically controls the transmission 34 in accordance with the shifting conditions and when the shift operation device 34B is operated.

In one example, the first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 increases at least when the ratio of the rotational speed of the drive wheel 16B to the rotational speed RC of the crank 20 decreases and when the ratio of the rotational speed of the drive wheel 16B to the rotational speed RC of the crank 20 increases. The first control unit 62 may control the resistance adjustment unit 40 so that the resistance of the crank 20 increases only when the ratio of the rotational speed of the drive wheel 16B to the rotational speed RC of the crank 20 decreases, only when the ratio of the rotational speed of the drive wheel 16B to the rotational speed RC of the crank 20 increases, or both when the ratio of the rotational speed of the drive wheel 16B to the rotational speed RC of the crank 20 decreases and when the ratio of the rotational speed of the drive wheel 16B to the rotational speed RC of the crank 20 increases. When the ratio of the rotation speed of the drive wheels 16B to the rotation speed RC of the crank 20 is changed, the resistance of the crank 20 to the human-powered driving force HP decreases, and the crank 20 may spin freely. The first control unit 62 calculates the target resistance DG when, for example, the ratio of the rotation speed of the drive wheels 16B to the rotation speed RC of the crank 20 is changed, and controls the resistance adjustment unit 40 according to the target resistance DG. In this embodiment, the first control unit 62 may use a preset target resistance DG without calculating the target resistance DG based on the running state of the human-powered vehicle 10.

After controlling the resistance adjustment unit 40 so that the resistance of the crank 20 increases, when the shifting by the transmission 34 performed by the second control unit 66 is completed, the first control unit 62 controls the resistance adjustment unit 40 so that the resistance of the crank 20 generated by the resistance adjustment unit 40 decreases. The completion of the shifting by the transmission 34 can be detected, for example, by the fifth detection unit 70E. The first control unit 62 may control the resistance adjustment unit 40 so that the resistance of the crank 20 generated by the resistance adjustment unit 40 gradually decreases, or may control the resistance adjustment unit 40 so that the resistance of the crank 20 generated by the resistance adjustment unit 40 immediately becomes zero. After controlling the resistance adjustment unit 40 so that the resistance of the crank 20 increases, the first control unit 62 may control the resistance adjustment unit 40 so that the resistance of the crank 20 generated by the resistance adjustment unit 40 decreases when the running resistance of the human-powered vehicle 10 increases.

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

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

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

(Modification)
The above-described embodiments are merely examples of possible forms of a control device for a human-powered vehicle according to the present invention, and are not intended to limit the forms. A control device for a human-powered vehicle according to the present invention may take the following modified forms of the above-described embodiments, or a combination of at least two mutually compatible modified forms. In the following modified forms, parts common to the embodiments are given the same reference numerals as the respective embodiments, and descriptions thereof will be omitted.

- The processing included in the control executed by the first control unit 62 in each embodiment can be changed as desired. In one example, the processing of step S24 may be omitted in the control executed by the first control unit 62. In this case, in step S25, the first control unit 62 controls the resistance adjustment unit 40 using a preset target resistance DG.

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

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

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

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

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

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

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

Claims (16)

A control device for a human-powered vehicle used in a human-powered vehicle,
The human-powered vehicle includes:
Crank and
a drive wheel that is driven by rotating the crank in a predetermined rotational direction;
a resistance adjusting unit capable of adjusting a resistance of the crank against a manual driving force applied to the crank,
The control device for a human-powered vehicle includes:
a first control unit configured to control the resistance adjustment unit to increase the resistance of the crank when the resistance of the crank against the manual driving force is small, that is, when an amount of change in the rotation speed of the crank is equal to or greater than a first value and the manual driving force is less than a second value in a state in which the crank is rotating in the predetermined rotation direction ,
the first value is in the range of 100 rpm to 2000 rpm,
The control device for a human-powered vehicle , wherein the second value is within a range of 0 watts or more and less than 5 watts . A control device for a human-powered vehicle used in a human-powered vehicle,
The human-powered vehicle includes:
Crank and
a drive wheel that is driven by rotating the crank in a predetermined rotational direction;
a resistance adjusting unit capable of adjusting a resistance of the crank against a manual driving force applied to the crank,
The control device for a human-powered vehicle includes:
a first control unit configured to control the resistance adjustment unit to increase the resistance of the crank against the manual driving force when the rotation speed of the crank and the rotation speed of the drive wheel do not satisfy a predetermined relationship in a state in which the crank is rotating in the predetermined rotation direction and the resistance of the crank against the manual driving force is small,
The first control unit determines that a predetermined relationship is not satisfied when an estimated rotation speed of the drive wheels estimated based on the rotation speed of the crank and the gear ratio of the human-powered vehicle is smaller than an actual rotation speed of the drive wheels . the first control unit is configured to control the drag adjustment unit so that the drag of the crank is increased when the rotation speed of the crank and the rotation speed of the drive wheel do not satisfy the predetermined relationship and the manual driving force is less than a third value;
The control device for a human-powered vehicle according to claim 2 , wherein the third value is included in a range of 0 watts or more and less than 5 watts . A control device for a human-powered vehicle used in a human-powered vehicle,
The human-powered vehicle includes:
Crank and
a drive wheel that is driven by rotating the crank in a predetermined rotational direction;
a resistance adjusting unit capable of adjusting a resistance of the crank against a manual driving force applied to the crank,
the control device for human-powered vehicle includes a first control unit that is configured to control the resistance adjustment unit to increase the resistance of the crank when the resistance of the crank against the manual driving force is small, which is the case when the rotational speed of the crank is equal to or greater than a fourth value and the manual driving force is less than a fifth value, while the crank is rotating in the predetermined rotation direction;
the fourth value is in the range of 150 rpm to 200 rpm,
The control device for a human-powered vehicle , wherein the fifth value is included in the range of 0 watts or more and less than 5 watts . The control device for a human-powered vehicle according to claim 1 , wherein the human-powered vehicle further includes a transmission for changing a ratio of a rotational speed of the drive wheels to a rotational speed of the crank. 6. The control device for a human-powered vehicle according to claim 5, further comprising a second control unit configured to control the transmission in response to at least one of a rotation speed of the crank, a running speed of the human-powered vehicle, a running resistance of the human-powered vehicle, the human-powered driving force, and a tilt state of the human - powered vehicle. the second control unit executes a gear shift by the transmission while the first control unit controls the drag adjustment unit so as to increase the drag of the crank;
7. The control device for a human-powered vehicle according to claim 6 , wherein the first control unit controls the resistance adjustment unit so that the resistance of the crank generated by the resistance adjustment unit is reduced after the gear shift by the transmission is completed by the second control unit. the drag adjuster includes an electric motor connected to the crank;
The control device for a human-powered vehicle according to claim 1 , wherein the first control unit is configured to adjust the resistance of the crank by causing the electric motor to generate a rotational torque. The control device for a human-powered vehicle according to claim 8 , wherein the electric motor is configured to generate the rotational torque by regenerative braking. The control device for a human-powered vehicle according to claim 8 or 9 , wherein the electric motor is configured to assist a propulsive force of the human-powered vehicle. The control device for a human-powered vehicle according to claim 10 , wherein the first control unit is configured to control the electric motor in response to the human-powered driving force. 12. The control device for a human-powered vehicle according to claim 11, wherein the first control unit is configured to be capable of controlling the electric motor to assist the propulsive force of the human-powered vehicle when the human-powered driving force is equal to or greater than a sixth value, and is configured to be capable of controlling the electric motor not to assist the propulsive force of the human-powered vehicle when the human-powered driving force is less than a seventh value. The control device for a human- powered vehicle according to claim 8 , wherein the electric motor is provided in the vicinity of the crank. The control device for a human-powered vehicle according to any one of claims 8 to 13 , wherein the electric motor is connected to the crank via a two-way clutch or a direct coupling clutch. the drag adjustment unit includes a braking device configured to brake wheels of the human-powered vehicle;
The control device for a human-powered vehicle according to claim 1 , wherein the first control unit is configured to adjust the resistance of the crank by causing the braking device to brake the wheel. The wheels include the drive wheels,
The control device for a human-powered vehicle according to claim 15 , wherein the braking device is configured to brake the drive wheels.