JP7650658B2 - Control device for human-powered vehicles - Google Patents

Description

This disclosure relates to a control device for a human-powered vehicle.

For example, the control device for a human-powered vehicle disclosed in Patent Document 1 controls the motor so that the ratio of the motor's assist force to the human-powered driving force is a predetermined ratio.

Japanese Patent Application Publication No. 10-59260

One of the objectives of the present disclosure is to provide a control device for a human-powered vehicle that optimally controls a motor that provides propulsive force to the human-powered vehicle.

A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, comprising a control unit that controls a motor that provides a propulsive force to the human-powered vehicle, the human-powered vehicle including a transmission, the transmission being provided in a path of transmission of human-powered force in the human-powered vehicle and configured to change a gear ratio, and when first information regarding the current gear ratio of the transmission and second information regarding the gear ratio corresponding to at least one of a first running state of the human-powered vehicle and a first running environment of the human-powered vehicle are different, the control unit executes a first process of increasing at least one of the assist level by the motor, the maximum value of the motor output, and the output of the motor, or a second process of decreasing the at least one of the assist level by the motor, the maximum value of the motor output, and the output of the motor.
According to the control device of the first aspect, the motor that provides propulsive force to the human-powered vehicle can be suitably controlled by executing a first process or a second process depending on the current gear ratio and the gear ratio corresponding to at least one of the first driving state and the first driving environment.

In the control device of a second aspect according to the first aspect of the present disclosure, when the first information and the second information are different, the control unit executes the first processing or the second processing depending on at least one of a second running state of the human-powered vehicle and a second running environment of the human-powered vehicle.
According to the control device of the second aspect, the motor that imparts propulsive force to the human-powered vehicle can be controlled more appropriately.

In the control device of a third aspect according to the first or second aspect of the present disclosure, the control unit is configured to control the transmission, and when the first information differs from the second information, the control unit controls the transmission so that the first information matches the second information.
According to the control device of the third aspect, it is possible to change the gear ratio to one that is suitable for at least one of the first driving state and the first driving environment.

In the control device of a fourth aspect according to the first or second aspect of the present disclosure, the control unit is configured to control the transmission, and when the first information is different from the second information, executes a third process to control the transmission so that the first information matches the second information, and when executing the first process, executes the third process after executing the first process, and when the first information matches the second information, executes the second process, and when executing the second process, executes the third process after executing the second process, and when the first information matches the second information, executes the first process.
According to the control device of the fourth aspect, if at least one of the motor assist level, the maximum motor output, and the motor output increases before the gear shift, then at least one of the motor assist level, the maximum motor output, and the motor output is decreased after the gear shift. According to the control device of the fourth aspect, if at least one of the motor assist level, the maximum motor output, and the motor output decreases before the gear shift, then at least one of the motor assist level, the maximum motor output, and the motor output is increased after the gear shift.

In the control device of a fifth aspect according to the first or second aspect of the present disclosure, the control unit is configured to control the transmission, and, when the first information differs from the second information, execute a third process of controlling the transmission so that the first information matches the second information, and, when the first information differs from the second information, change the order of the first process and the third process, or the order of the second process and the third process, depending on at least one of a third running state of the human-powered vehicle and a third running environment of the human-powered vehicle.
According to the control device of the fifth aspect, the motor and the transmission can be controlled in an order suitable for at least one of the third driving state and the third driving environment.

A control device according to a sixth aspect of the present disclosure is a control device for a human-powered vehicle, and includes a motor that provides propulsive force to the human-powered vehicle, and a control unit that is provided in a transmission path of the human-powered force in the human-powered vehicle and is configured to control a transmission that changes a gear ratio, and when changing both the control state of the motor and the gear ratio, the control unit changes the order of a first change process that changes the control state of the motor and a second change process that changes the gear ratio in accordance with at least one of a fourth running state of the human-powered vehicle and a fourth running environment of the human-powered vehicle.
According to the control device of the sixth aspect, the motor and the transmission can be controlled in an order suitable for at least one of the fourth driving state and the fourth driving environment.

In the control device of the seventh aspect in accordance with the sixth aspect of the present disclosure, the control unit increases at least one of the assist level by the motor, the maximum output of the motor, and the output of the motor in response to a decrease in the vehicle speed of the human-powered vehicle.
According to the control device of the seventh aspect, when the vehicle speed of the human-powered vehicle decreases, at least one of the motor assist level, the maximum motor output, and the motor output increases, thereby reducing the load on the rider.

In the control device of the eighth aspect in accordance with the sixth aspect of the present disclosure, the control unit reduces at least one of the assist level by the motor, the maximum output of the motor, and the output of the motor in response to a decrease in the vehicle speed of the human-powered vehicle.
According to the control device of the eighth aspect, when the vehicle speed of the human-powered vehicle decreases, at least one of the motor assist level, the maximum motor output, and the motor output decreases, making it easier for the rider to stop the human-powered vehicle.

In a control device of a ninth aspect according to any one of the sixth to eighth aspects of the present disclosure, at least one of the fourth driving state of the human-powered vehicle and the fourth driving environment of the human-powered vehicle includes information relating to the vehicle speed of the human-powered vehicle.
According to the control device of the ninth aspect, the first change process for changing the control state of the motor and the second change process for changing the gear ratio can be executed in an order suitable for the vehicle speed of the human-powered vehicle.

In the control device of a tenth aspect according to the ninth aspect of the present disclosure, when the control unit changes both the control state of the motor and the gear ratio, and when the vehicle speed of the human-powered vehicle decreases, the control unit changes the control state of the motor and then causes the transmission to change the gear ratio.
According to the control device of the tenth aspect, when the vehicle speed decreases, the control state of the motor is changed and then the gear ratio is changed by the transmission, thereby reducing the load on the rider.

In the control device of an eleventh aspect in accordance with the ninth aspect of the present disclosure, when both the control state of the motor and the gear ratio are changed and when the vehicle speed of the human-powered vehicle is reduced, the control unit changes the gear ratio and then changes the control state of the motor.
According to the control device of the eleventh aspect, when the vehicle speed decreases, the control state of the motor is changed after the gear ratio is changed, so that the effect of the motor on the gear shifting operation of the transmission can be reduced.

In the control device of the twelfth aspect according to the tenth or eleventh aspect of the present disclosure, the cases in which the vehicle speed of the human-powered vehicle decelerates include cases in which the deceleration of the human-powered vehicle in the direction of travel of the human-powered vehicle becomes equal to or greater than a first deceleration.
According to the control device of the twelfth aspect, when the deceleration of the human-powered vehicle in the direction of travel of the human-powered vehicle is equal to or greater than a first deceleration, a first change process that changes the control state of the motor and a second change process that changes the gear ratio are executed, thereby improving off-road performance.

A control device according to a thirteenth aspect of the present disclosure is a control device for a human-powered vehicle, and includes a control unit configured to control a motor that imparts propulsive force to the human-powered vehicle, and a transmission that is provided in a transmission path of the human-powered driving force of the human-powered vehicle and changes a gear ratio, wherein the control unit changes the gear ratio by the transmission in a state where the assist level by the motor is reduced or in a state where the assist level by the motor is maintained when a first gear shift condition is satisfied, and changes the gear ratio by the transmission in a state where the assist level by the motor is increased when a second gear shift condition different from the first gear shift condition is satisfied.
According to the control device of the thirteenth aspect, when the first gear shift condition is satisfied and when the second gear shift condition is satisfied, the gear ratio can be changed while setting at least one of the motor assist level, the maximum motor output, and the motor output to a suitable state.

In the control device of a fourteenth aspect according to the thirteenth aspect of the present disclosure, one of the first gear shift condition and the second gear shift condition is satisfied when the vehicle speed of the human-powered vehicle decreases.
According to the control device of the fourteenth aspect, when the vehicle speed decreases, the gear ratio can be changed with at least one of the motor assist level, the maximum motor output, and the motor output in a suitable state in each of the cases where the first gear shift condition is satisfied and where the second gear shift condition is satisfied.

In the control device of a fifteenth aspect according to the thirteenth or fourteenth aspect of the present disclosure, at least one of the first gear shift condition and the second gear shift condition is satisfied when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a second deceleration.
According to the control device of the fifteenth aspect, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than the second deceleration, the motor is brought into an appropriate control state and the gear ratio can be changed.

In the control device of a sixteenth aspect according to the fourteenth or fifteenth aspect of the present disclosure, the other of the first gear shift condition and the second gear shift condition is satisfied when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is less than a second deceleration.
According to the control device of the sixteenth aspect, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is less than the second deceleration, the motor is brought into an appropriate control state and the gear ratio can be changed.

In the control device of aspect 17 according to any one of aspects 1 to 16 of the present disclosure, the control unit is configured to control components for the human-powered vehicle in response to information relating to a vehicle speed of the human-powered vehicle, and the components include at least one suspension device and at least one of an adjustable seat post.
According to the control device of the seventeenth aspect, at least one of the suspension device and the adjustable seat post can be controlled in response to information regarding the speed of the human-powered vehicle.

In the control device of an eighteenth aspect according to the seventeenth aspect of the present disclosure, the component includes the at least one suspension device, the at least one suspension device includes a front suspension device, and the control unit controls the front suspension device to increase the stiffness of the front suspension device when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is a third deceleration or greater.
According to the control device of the eighteenth aspect, when the deceleration of the human-powered vehicle in the direction of travel of the human-powered vehicle is equal to or greater than the third deceleration, the stiffness of the front suspension device increases, making it easier for the attitude of the human-powered vehicle to be stabilized.

In the control device of a 19th aspect in accordance with the 18th aspect of the present disclosure, the component includes the adjustable seatpost, and the control unit controls the adjustable seatpost to reduce a length of the adjustable seatpost when the deceleration of the human-powered vehicle in the direction of travel of the human-powered vehicle is equal to or greater than a fourth deceleration.
According to the control device of the nineteenth aspect, when the deceleration of the human-powered vehicle in the direction of travel of the human-powered vehicle is equal to or greater than the fourth deceleration, the length of the adjustable seat post is reduced, making it easier for the rider to place his or her feet on the ground.

The control device for a human-powered vehicle disclosed herein can effectively control the motor.

1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment. 1 is a block diagram showing an electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment; 3 is a flowchart of a process executed by the control unit in FIG. 2 to control a motor and a transmission. 10 is a flowchart of a process executed by a control unit in a second embodiment to control a motor and a transmission. 13 is a flowchart of a process executed by a control unit according to a third embodiment to control a motor and a transmission. 13 is a flowchart of a process executed by a control unit in a fourth embodiment to control a motor and a transmission. FIG. 13 is a block diagram showing the electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle according to a fifth embodiment. 8 is a flowchart of a process executed by the control unit of FIG. 7 to control the suspension device. 8 is a flowchart of a process executed by the control unit of FIG. 7 to control an adjustable seat post.

First Embodiment
A control device 70 for a human-powered vehicle according to a first embodiment will be described with reference to Figs. 1 to 3. The human-powered vehicle 10 is a vehicle that has at least one wheel and can be driven by at least a human-powered driving force H. The human-powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbents. The number of wheels that the human-powered vehicle 10 has is not limited. The human-powered vehicle 10 also includes, for example, one-wheeled vehicles and vehicles with three or more wheels. The human-powered vehicle 10 is not limited to vehicles that can be driven only by the human-powered driving force H. The human-powered vehicle 10 includes an E-bike that uses not only the human-powered driving force H but also the driving force of an electric motor for propulsion. The E-bike includes an electrically assisted bicycle whose propulsion is assisted by an electric motor. In the following embodiment, the human-powered vehicle 10 will be described as an electrically assisted bicycle and a mountain bike.

The human-powered vehicle 10 includes a crank 12 to which a human-powered driving force H is input. The human-powered vehicle 10 further includes at least one wheel 14 and a vehicle body 16. The at least one wheel 14 includes a rear wheel 14A and a front wheel 14B. The vehicle body 16 includes a frame 18. The crank 12 includes an input shaft 12A that can rotate with respect to the frame 18, a first crank arm 12B provided at a first axial end of the input shaft 12A, and a second crank arm 12C provided at a second axial end of the input shaft 12A. In this embodiment, the input shaft 12A is a crank shaft. A first pedal 20A is connected to the first crank arm 12B. A second pedal 20B is connected to the second crank arm 12C.

The drive mechanism 22 includes a first rotating body 24 connected to the input shaft 12A. The input shaft 12A and the first rotating body 24 may be connected so as not to rotate relative to each other, or may be connected via a first one-way clutch. The first one-way clutch is configured to rotate the first rotating body 24 forward when the crank 12 rotates forward, and to allow relative rotation between the crank 12 and the first rotating body 24 when the crank 12 rotates backward. The first rotating body 24 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 22 further includes a second rotating body 26 and a connecting member 28. The connecting member 28 transmits the rotational force of the first rotating body 24 to the second rotating body 26. The connecting member 28 includes, for example, a chain, a belt, or a shaft.

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

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

The human-powered vehicle 10 further includes a battery 36. The battery 36 includes one or more battery elements. The battery elements include a rechargeable battery. The battery 36 is configured to supply power to the control device 70. The battery 36 is preferably communicatively connected to a control unit 72 of the control device 70 via an electric cable or a wireless communication device. The battery 36 can communicate with the control unit 72, for example, via power line communication (PLC), a controller area network (CAN), or a universal asynchronous receiver/transmitter (UART).

The human-powered vehicle 10 includes a motor 38 configured to provide a propulsive force to the human-powered vehicle 10. The motor 38 includes at least one electric motor. The electric motor is, for example, a brushless motor. The motor 38 is configured to transmit a rotational force to at least one of the power transmission path of the human-powered driving force H from the pedals 20A, 20B to the rear wheel 14A and the front wheel 14B. The power transmission path of the human-powered driving force H from the pedals 20A, 20B to the rear wheel 14A also includes the rear wheel 14A. In this embodiment, the motor 38 is provided on the frame 18 of the human-powered vehicle 10 and configured to transmit a rotational force to the first rotating body 24.

The motor 38 is provided in the housing 40A. The housing 40A is provided in the frame 18. The housing 40A is detachably attached to the frame 18, for example. The drive unit 40 is configured including the motor 38 and the housing 40A in which the motor 38 is provided. The drive unit 40 may be provided with a reducer connected to the output shaft of the motor 38. In this embodiment, the housing 40A rotatably supports the input shaft 12A. In this embodiment, the power transmission path between the motor 38 and the input shaft 12A is preferably provided with a third one-way clutch that suppresses the transmission of the rotational force of the crank 12 to the motor 38 when the input shaft 12A is rotated in the direction in which the human-powered vehicle 10 moves forward. When the motor 38 is provided in at least one of the rear wheel 14A and the front wheel 14B, the motor 38 may be provided in the hub to constitute a hub motor together with the hub.

The control device 70 includes a control unit 72. The control unit 72 includes a calculation processing unit that executes a predetermined control program. The calculation processing unit included in the control unit 72 includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The calculation processing unit included in the control unit 72 may be provided in multiple locations that are separate from each other. For example, a part of the calculation processing unit may be provided in the human-powered vehicle 10, and another part of the calculation processing unit may be provided in a server connected to the Internet. When the calculation processing unit is provided in multiple locations that are separate from each other, each part of the calculation processing unit is connected to each other so that they can communicate with each other via a wireless communication device. The control unit 72 may include one or more microcomputers.

Preferably, the control device 70 further includes a memory unit 74. The memory unit 74 stores the control program and information used in the control process. The memory unit 74 includes, for example, a non-volatile memory and a volatile memory. The non-volatile memory includes, for example, at least one of a ROM (Read-Only Memory), an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), and a flash memory. The volatile memory includes, for example, a RAM (Random access memory).

The control device 70 preferably further includes a drive circuit 76 for the motor 38. The drive circuit 76 and the control unit 72 are preferably provided in the housing 40A of the drive unit 40. The drive circuit 76 and the control unit 72 may be provided, for example, on the same circuit board. The drive circuit 76 includes an inverter circuit. The drive circuit 76 controls the power supplied from the battery 36 to the motor 38. The drive circuit 76 is connected to the control unit 72 via a conductive wire, an electric cable, a wireless communication device, or the like. The drive circuit 76 drives the motor 38 in response to a control signal from the control unit 72.

Preferably, the human-powered vehicle 10 further includes a vehicle speed sensor 42. Preferably, the human-powered vehicle 10 further includes at least one of a crank rotation sensor 44 and a human-powered driving force detection unit 46.

The vehicle speed sensor 42 is configured to detect information related to the vehicle speed V of the human-powered vehicle 10. In this embodiment, the vehicle speed sensor 42 is configured to detect information related to the rotation speed CW of at least one wheel 14 of the human-powered vehicle 10. The vehicle speed sensor 42 is configured to detect, for example, a magnet provided on at least one wheel 14 of the human-powered vehicle 10. The vehicle speed sensor 42 is configured to output a predetermined number of detection signals, for example, during one rotation of one of the at least one wheels 14. The predetermined number is, for example, 1. The vehicle speed sensor 42 outputs a signal corresponding to the rotation speed CW of the wheel 14. The control unit 72 can calculate the vehicle speed V of the human-powered vehicle 10 based on the signal corresponding to the rotation speed CW of the wheel 14 and information related to the circumference of the wheel 14. Information related to the circumference of the wheel 14 is stored in the memory unit 74.

The vehicle speed sensor 42 includes, for example, a magnetic reed constituting a reed switch, or a magnetic sensor such as a Hall element. The vehicle speed sensor 42 may be attached to the chain stay of the frame 18 of the human-powered vehicle 10 and configured to detect a magnet attached to the rear wheel 14A, or may be provided on the front fork 30 and configured to detect a magnet attached to the front wheel 14B. In this embodiment, the vehicle speed sensor 42 is configured such that the reed switch detects the magnet once when the wheel 14 rotates once. The vehicle speed sensor 42 may have any configuration as long as it can obtain information regarding the vehicle speed V of the human-powered vehicle 10, and is not limited to a configuration that detects a magnet provided on the wheel 14, but may be configured to detect a slit provided on a disc brake, may be configured to include an optical sensor, or may be configured to include a GPS (Global Positioning System) receiver. When the vehicle speed sensor 42 includes a GPS receiver, the control unit 72 can calculate the vehicle speed V according to the time and the travel distance. The vehicle speed sensor 42 is connected to the control unit 72 via a wireless communication device or an electric cable.

The crank rotation sensor 44 is configured to detect information related to the rotation speed NC of the input shaft 12A. The crank rotation sensor 44 is provided, for example, on the frame 18 or the drive unit 40 of the human-powered vehicle 10. The crank rotation sensor 44 may be provided on the housing 40A of the drive unit 40. The crank rotation sensor 44 includes a magnetic sensor that outputs a signal according to the strength of a magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided on the input shaft 12A, a member that rotates in conjunction with the input shaft 12A, or a power transmission path between the input shaft 12A and the first rotor 24. The member that rotates in conjunction with the input shaft 12A may include the output shaft of the motor 38.

The crank rotation sensor 44 outputs a signal corresponding to the rotation speed NC of the input shaft 12A. For example, if a first one-way clutch is not provided between the input shaft 12A and the first rotor 24, a magnet may be provided on the first rotor 24. The crank rotation sensor 44 may have any configuration as long as it can acquire information regarding the rotation speed NC of the input shaft 12A, and may include an optical sensor, an acceleration sensor, a gyro sensor, or a torque sensor instead of a magnetic sensor. The crank rotation sensor 44 is connected to the control unit 72 via a wireless communication device or an electric cable.

The human-powered driving force detection unit 46 is configured to detect information related to the human-powered driving force H. The human-powered driving force detection unit 46 is provided, for example, on the frame 18, drive unit 40, crank 12, or pedals 20A, 20B of the human-powered vehicle 10. The human-powered driving force detection unit 46 may be provided on the housing 40A of the drive unit 40. The human-powered driving force detection unit 46 includes, for example, a torque sensor. The torque sensor is configured to output a signal corresponding to the torque applied to the crank 12 by the human-powered driving force H. For example, when a first one-way clutch is provided in the power transmission path, the torque sensor is preferably provided upstream of the first one-way clutch in the power transmission path. The torque sensor includes a strain sensor, a magnetostrictive sensor, a pressure sensor, or the like. The strain sensor includes a strain gauge.

The torque sensor is provided on a member included in the power transmission path or in the vicinity of a member included in the power transmission path. The member included in the power transmission path is, for example, the input shaft 12A, a member that transmits the manual driving force H between the input shaft 12A and the first rotating body 24, the crank arms 12B, 12C, or the pedals 20A, 20B. The manual driving force detection unit 46 is connected to the control unit 72 via a wireless communication device or an electric cable. The manual driving force detection unit 46 may have any configuration as long as it can obtain information about the manual driving force H, and may include, for example, a sensor that detects the pressure applied to the pedals 20A, 20B, or a sensor that detects the tension of the chain.

The control unit 72 is configured to control the motor 38 that provides a propulsive force to the human-powered vehicle 10. Preferably, the control unit 72 is configured to control the motor 38 in response to the human-powered driving force H input to the human-powered vehicle 10. The human-powered driving force H may be expressed by torque or by power.

The control unit 72 is configured, for example, to control the motor 38 so that the assist level A by the motor 38 becomes a predetermined assist level A. The assist level A includes the ratio of the assist force by the motor 38 to the human-powered driving force H, or the ratio of the assist force by the motor 38 to the rotation speed of the crank 12. The ratio of the assist force by the motor 38 to the human-powered driving force H may be referred to as the assist ratio. The control unit 72 is configured, for example, to control the motor 38 so that the assist force by the motor 38 becomes a predetermined ratio to the human-powered driving force H. The human-powered driving force H corresponds to the propulsive force of the human-powered vehicle 10 generated by the user rotating the crank 12. The assist force corresponds to the propulsive force of the human-powered vehicle 10 generated by the motor 38. The predetermined ratio is not constant, but may change, for example, according to the manual driving force H, the rotation speed NC of the input shaft 12A, or the vehicle speed V, or may change according to any two or all of the manual driving force H, the rotation speed NC of the input shaft 12A, and the vehicle speed V.

When the manual driving force H and the assist force are expressed in terms of torque, the manual driving force H is written as manual torque HT, and the assist force is written as assist torque MT. When the manual driving force H and the assist force are expressed in terms of power, the manual driving force H is written as manual power HW, and the assist force is written as assist power MW. The ratio may be the torque ratio of the assist torque MT to the manual torque HT of the human-powered vehicle 10, or the ratio of the assist power MW by the motor 38 to the manual power HW.

In the drive unit 40 of this embodiment, the crank 12 is connected to the first rotating body 24 without a transmission, and the output M of the motor 38 is input to the first rotating body 24. When the crank 12 is connected to the first rotating body 24 without a transmission, and the output M of the motor 38 is input to the first rotating body 24, the human-powered driving force H corresponds to the driving force input to the first rotating body 24 by the user rotating the crank 12. When the crank 12 is connected to the first rotating body 24 without a transmission, and the output M of the motor 38 is input to the first rotating body 24, the assist force corresponds to the driving force input to the first rotating body 24 by the rotation of the motor 38. When the output M of the motor 38 is input to the first rotating body 24 via a reducer, the assist force corresponds to the output of the reducer.

When the motor 38 is provided on the rear wheel 14A, the manual driving force H corresponds to the output of the rear wheel 14A driven only by the user. When the motor 38 is provided on the rear wheel 14A, the assist force corresponds to the output of the rear wheel 14A driven only by the motor 38. When the motor 38 is provided on the front wheel 14B, the manual driving force H corresponds to the output of the rear wheel 14A driven only by the user. When the motor 38 is provided on the front wheel 14B, the assist force corresponds to the output of the front wheel 14B driven only by the motor 38.

The control unit 72 is configured to control the motor 38 so that the assist force is equal to or less than the maximum value Mmax. When the output M of the motor 38 is input to the first rotating body 24 and the assist force is expressed by torque, the control unit 72 is configured to control the motor 38 so that the assist torque MT is equal to or less than the maximum value MTX. Preferably, the maximum value MTX is a value in the range of 20 Nm to 200 Nm. When the output M of the motor 38 is input to the first rotating body 24 and the assist force is expressed by power, the control unit 72 is configured to control the motor 38 so that the assist power MW is equal to or less than the maximum value MWX.

Preferably, the human-powered vehicle 10 includes an acceleration detection unit 48. The acceleration detection unit 48 is configured to output a signal corresponding to the acceleration in the forward direction of the human-powered vehicle 10. The acceleration detection unit 48 may include an acceleration sensor, or may include a vehicle speed sensor 42. The acceleration detection unit 48 is connected to the control unit 72 via a wireless communication device or an electric cable. When the acceleration detection unit 48 includes the vehicle speed sensor 42, the control unit 72 obtains information regarding the acceleration in the forward direction of the human-powered vehicle 10 by differentiating the vehicle speed V.

The control unit 72 may be configured to calculate the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 according to the output of the acceleration detection unit 48. The deceleration D is expressed as a value that increases as the vehicle decelerates. The greater the deceleration D, the greater the decrease in the vehicle speed V of the human-powered vehicle 10.

The human-powered vehicle 10 includes a transmission 56. The transmission 56 is provided in the transmission path of the human-powered driving force H in the human-powered vehicle 10, and is configured to change the gear ratio R. The transmission 56 has a plurality of gear stages. The gear ratios R corresponding to the respective gear stages are different from each other. The number of gear stages ranges, for example, from 3 to 30. The gear ratio R is the ratio of the rotational speed of the drive wheel to the rotational speed NC of the input shaft 12A. In this embodiment, the drive wheel is the rear wheel 14A. The transmission 56 includes, for example, at least one of a front derailleur, a rear derailleur, and an internal gearbox. When the transmission 56 includes an internal gearbox, the internal gearbox is provided, for example, in the hub of the rear wheel 14A. The internal gearbox may include a CVT.

When the transmission 56 includes a front derailleur, the transmission 56 includes a first rotating body 24, which includes a plurality of front sprockets. When the transmission 56 includes a rear derailleur, the transmission 56 includes a second rotating body 26, which includes a plurality of rear sprockets. The transmission 56 includes an electric transmission configured to be operated by an actuator. The actuator includes an electric actuator. The actuator includes, for example, an electric motor. The relationship between the gear ratio R, the rotation speed NW of the drive wheels, and the rotation speed NC of the input shaft 12A is expressed by Equation (1).
Formula (1): Gear ratio R = rotation speed NW / rotation speed NC

The rotation speed NW of the drive wheels and the rotation speed NC of the input shaft 12A may each be expressed as the number of rotations per unit time. The rotation speed NW of the drive wheels may be replaced with the number of teeth on the front sprocket, and the rotation speed NC of the input shaft 12A may be replaced with the number of teeth on the rear sprocket.

The control unit 72 controls the motor 38 according to first information on the current gear ratio R of the transmission 56 and second information on the gear ratio R corresponding to at least one of the first running state of the human-powered vehicle 10 and the first running environment of the human-powered vehicle 10. The first running state includes, for example, at least one of the vehicle speed V of the human-powered vehicle 10, the acceleration of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10, and the rotation speed of the crank 12. The first running environment includes at least one of the slope of the running road of the human-powered vehicle 10, weather, humidity, and brightness. The memory unit 74 stores third information in which at least one of the first running state and the first running environment is associated with the gear ratio R. The third information includes, for example, a table. The control unit 72 determines the second information according to the third information stored in the memory unit 74. Table 1 shows an example of the third information. Table 1 shows a transmission in which the gear ratio can be changed in seven stages. In Table 1, V1<V2<V3<V4<V5<V6<V7. In Table 1, R1<R2<R3<R4<R5<R6<R7.

Preferably, the human-powered vehicle 10 includes a gear shift state detection unit 58. The gear shift state detection unit 58 is configured to be able to detect the first information. If the transmission 56 is a derailleur, the gear shift state detection unit 58 outputs a signal corresponding to the position of the derailleur. The gear shift state detection unit 58 may be configured to output a signal corresponding to the operating position of the gear shift operating device. If the gear shift operating device and the transmission 56 are connected by a Bowden cable, the gear shift state detection unit 58 may be configured to output a signal corresponding to at least one of the position of the Bowden cable and the operation of the Bowden cable. The gear shift state detection unit 58 includes, for example, a magnetic sensor, an optical sensor, or a potentiometer. The gear shift state detection unit 58 is connected to the control unit 72 via a wireless communication device or an electric cable.

Preferably, when the first information is different from the second information, the control unit 72 executes a first process of increasing at least one of the assist level A by the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38, or a second process of decreasing at least one of the assist level A by the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38.

Preferably, when the first information and the second information are different, the control unit 72 executes the first process or the second process depending on at least one of the second running state of the human-powered vehicle 10 and the second running environment of the human-powered vehicle 10. Preferably, the second running state is equal to the first running state. Preferably, the second running environment is equal to the first running environment. When the first information and the second information are different, the control unit 72 executes the first process or the second process depending on at least one of the first running state of the human-powered vehicle 10 and the first running environment of the human-powered vehicle 10.

Preferably, the control unit 72 is configured to control the transmission 56. Preferably, when the first information is different from the second information, the control unit 72 controls the transmission 56 so that the first information matches the second information. Preferably, when the first information is different from the second information, the control unit 72 executes a third process to control the transmission 56 so that the first information matches the second information.

Preferably, when the control unit 72 executes the first process, it executes the third process after executing the first process, and executes the second process if the first information matches the second information. Preferably, when the control unit 72 executes the second process, it executes the third process after executing the second process, and executes the first process if the first information matches the second information.

The process of switching the control state in which the control unit 72 controls the motor 38 will be described with reference to FIG. 3. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S11 of the flowchart shown in FIG. 3. When the flowchart in FIG. 3 ends, the control unit 72 repeats the process from step S11 after a predetermined period, for example, until the supply of power is stopped.

In step S11, the control unit 72 determines whether the first information is different from the second information. If the first information is not different from the second information, the control unit 72 ends the process. If the first information is different from the second information, the control unit 72 proceeds to step S12.

The control unit 72 determines whether or not to execute the first process in step S12. If the control unit 72 executes the first process, the control unit 72 proceeds to step S13. In this embodiment, the control unit 72 executes the first process, for example, when the gear ratio R corresponding to the first information is less than the gear ratio R corresponding to the second information. In this case, a shortage of assist force by the motor is suppressed when the human-powered vehicle 10 suddenly decelerates. The control unit 72 may execute the first process, for example, when the gear ratio R corresponding to the first information exceeds the gear ratio R corresponding to the second information. In this case, even if the actual gear ratio R is greater than the ideal gear ratio R, an increase in the rider's load can be suppressed.

In step S13, the control unit 72 executes a first process and proceeds to step S14. In step S14, the control unit 72 executes a third process and proceeds to step S15. In step S15, the control unit 72 determines whether the first information matches the second information. If the first information does not match the second information, the control unit 72 executes the process of step S15 again. If the first information matches the second information, the control unit 72 proceeds to step S16.

In step S16, the control unit 72 executes the second process and ends the process. Preferably, in step S16, the control unit 72 reduces at least one of the assist level A by the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 so as to become at least one of the assist level A by the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 before executing the first process in step S13. Preferably, in step S16, the control unit 72 reduces at least one of the assist level A by the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 so as to become at least one of the assist level A by the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 immediately before executing the second process in step S13.

If the control unit 72 does not execute the first process in step S12, the process proceeds to step S18. The control unit 72 executes the second process in step S18 and proceeds to step S19. The control unit 72 executes the third process in step S19 and proceeds to step S20. The control unit 72 determines whether the first information matches the second information in step S20. If the first information does not match the second information, the control unit 72 executes the process of step S20 again. If the first information matches the second information, the control unit 72 proceeds to step S21.

In step S21, the control unit 72 executes the first process and ends the process. Preferably, in step S21, the control unit 72 increases at least one of the assist level A by the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 so that the assist level A by the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 become equal to at least one of the assist level A by the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 before executing the second process in step S18.

Second Embodiment
The control device 70 of the second embodiment will be described with reference to Figures 2 and 4. The control device 70 of the second embodiment includes the same configuration as the control device 70 of the first embodiment, except that the control device 70 of the second embodiment executes the process of the flowchart of Figure 4 instead of the process of the flowchart of Figure 3. Therefore, the same reference numerals as in the first embodiment are used for the configuration of the control device 70 of the second embodiment that is common to the first embodiment, and duplicated explanations will be omitted.

In this embodiment, the control unit 72 is configured to execute a third process to control the transmission 56 so that the first information matches the second information when the first information differs from the second information, and to change the order of the first process and the third process, or the order of the second process and the third process, depending on at least one of the third running state of the human-powered vehicle 10 and the third running environment of the human-powered vehicle 10 when the first information differs from the second information.

Preferably, at least one of the third running state of the human-powered vehicle 10 and the third running environment of the human-powered vehicle 10 includes information regarding the vehicle speed V of the human-powered vehicle 10. When changing both the control state of the motor 38 and the gear ratio R, and when the vehicle speed V of the human-powered vehicle 10 decreases, the control unit 72 may change the control state of the motor 38 and then change the gear ratio R. When changing both the control state of the motor 38 and the gear ratio R, and when the vehicle speed V of the human-powered vehicle 10 decreases, the control unit 72 may change the control state of the motor 38 and then change the gear ratio R. Preferably, when the vehicle speed V of the human-powered vehicle 10 decreases, this includes when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 becomes equal to or greater than the first deceleration D1. The first deceleration D1 is preferably equal to or greater than 3 km/h/sec and equal to or less than 8.5 km/h/sec. For example, the first deceleration D1 is set according to the deceleration D when the road on which the human-powered vehicle 10 is traveling suddenly changes from a downhill to an uphill. Preferably, the vehicle speed V of the human-powered vehicle 10 may decelerate in a range from the first deceleration D1 to the fifth deceleration D5. The fifth deceleration D5 is greater than the first deceleration D1. The fifth deceleration D5 is, for example, greater than 4 km/h/sec and less than 7 km/h/sec.

For example, when the control unit 72 executes the first process and the third process, if the deceleration D is equal to or greater than the first deceleration D1, the control unit 72 executes the first process and then the third process, and if the deceleration D is less than the first deceleration D1, the control unit 72 executes the third process and then the first process. For example, when the control unit 72 executes the first process and the third process and controls the transmission 56 to reduce the gear ratio R, if the deceleration D is equal to or greater than the first deceleration D1, the control unit 72 executes the first process and then the third process, and if the deceleration D is less than the first deceleration D1, the control unit 72 executes the third process and then the first process.

For example, when the control unit 72 executes the second process and the third process, if the deceleration D is equal to or greater than the first deceleration D1, it executes the third process before executing the second process, and if the deceleration D is less than the first deceleration D1, it executes the second process before executing the third process.

The process by which the control unit 72 controls the motor 38 and the transmission 56 will be described with reference to FIG. 4. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S31 of the flowchart shown in FIG. 4. When the flowchart in FIG. 4 ends, the control unit 72 repeats the process from step S31 after a predetermined period, for example, until the supply of power is stopped.

In step S31, the control unit 72 determines whether the first information is different from the second information. If the first information is not different from the second information, the control unit 72 ends the process. If the first information is different from the second information, the control unit 72 proceeds to step S32.

In step S32, the control unit 72 determines whether or not to execute the first process. If the control unit 72 executes the first process, the control unit 72 proceeds to step S33. In this embodiment, the control unit 72 executes the first process, for example, when the gear ratio R corresponding to the first information is less than the gear ratio R corresponding to the second information. In this case, a shortage of assist force by the motor 38 is suppressed when the human-powered vehicle 10 suddenly decelerates. The control unit 72 may execute the first process, for example, when the gear ratio R corresponding to the first information exceeds the gear ratio R corresponding to the second information. In this case, even if the actual gear ratio R is greater than the ideal gear ratio R, an increase in the rider's load can be suppressed.

In step S33, the control unit 72 determines the order of the first process and the third process depending on at least one of the third driving state and the third driving environment, and proceeds to step S34.

In step S34, the control unit 72 executes the first process and the third process, and then proceeds to step S35. In step S34, the control unit 72 executes the first process and the third process in accordance with the order determined in step S33.

In step S35, the control unit 72 determines whether the first information matches the second information. If the first information does not match the second information, the control unit 72 executes the process of step S35 again. If the first information matches the second information, the control unit 72 proceeds to step S36. In step S36, the control unit 72 executes the second process and ends the process. The process of step S36 is the same as step S16 in FIG. 3, so a description thereof will be omitted.

If the control unit 72 determines in step S32 that the first process is not to be executed, the control unit 72 proceeds to step S37. In step S37, the control unit 72 determines the order of the second process and the third process according to at least one of the third driving state and the third driving environment, and proceeds to step S38.

In step S38, the control unit 72 executes the second process and the third process, and then proceeds to step S39. In step S39, the control unit 72 executes the second process and the third process in accordance with the order determined in step S38.

In step S39, the control unit 72 determines whether the first information matches the second information. If the first information does not match the second information, the control unit 72 executes the process of step S39 again. If the first information matches the second information, the control unit 72 proceeds to step S40.

The control unit 72 executes the first process in step S40 and ends the process. The process in step S40 is the same as the process in step S21 in FIG. 3, so a description thereof will be omitted.

Third Embodiment
The control device 70 of the third embodiment will be described with reference to Figures 2 and 5. The control device 70 of the third embodiment includes the same configuration as the control device 70 of the first embodiment, except that the control device 70 of the third embodiment executes the process of the flowchart of Figure 5 instead of the process of the flowchart of Figure 3. Therefore, the same reference numerals as in the first and second embodiments are used for the configurations of the control device 70 of the third embodiment that are common to the first and second embodiments, and duplicated descriptions will be omitted.

The control unit 72 is configured to control the motor 38 and the transmission 56. When changing both the control state of the motor 38 and the gear ratio R, the control unit 72 changes the order of the first change process for changing the control state of the motor 38 and the second change process for changing the gear ratio R, depending on at least one of the fourth running state of the human-powered vehicle 10 and the fourth running environment of the human-powered vehicle 10. The first change process may be the same as the first process. The second change process may be the same as the second process. The fourth running state may be the same as the first running state. The fourth running environment may be the same as the first running environment.

For example, when changing both the control state of the motor 38 and the gear ratio R, the control unit 72 may increase at least one of the assist level A of the motor 38, the maximum value of the output M of the motor 38, and the output M of the motor 38 in response to a decrease in the vehicle speed V of the human-powered vehicle 10.

For example, when changing both the control state of the motor 38 and the gear ratio R, the control unit 72 may reduce at least one of the assist level A of the motor 38, the maximum value of the output M of the motor 38, and the output M of the motor 38 in response to a decrease in the vehicle speed V of the human-powered vehicle 10.

Preferably, at least one of the fourth running state of the human-powered vehicle 10 and the fourth running environment of the human-powered vehicle 10 includes information on the vehicle speed V of the human-powered vehicle 10. When changing both the control state of the motor 38 and the gear ratio R, and when the vehicle speed V of the human-powered vehicle 10 decreases, the control unit 72 changes the control state of the motor 38 and then changes the gear ratio R by the transmission 56. Preferably, when changing both the control state of the motor 38 and the gear ratio R, and when the vehicle speed V of the human-powered vehicle 10 decreases, the control unit 72 changes the control state of the motor 38 and then changes the gear ratio R. Preferably, when the vehicle speed V of the human-powered vehicle 10 decelerates, this includes when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 becomes equal to or greater than the first deceleration D1.

For example, when the control unit 72 executes the first change process and the second change process, if the deceleration D is equal to or greater than the first deceleration D1, the control unit 72 executes the first change process and then the second change process, and if the deceleration D is smaller than the first deceleration D1, the control unit 72 executes the second change process and then the first change process. For example, when the control unit 72 executes the first change process and the second change process and controls the transmission 56 to reduce the gear ratio R, if the deceleration D is equal to or greater than the first deceleration D1, the control unit 72 executes the first change process and then the second change process, and if the deceleration D is smaller than the first deceleration D1, the control unit 72 executes the second change process and then the first change process.

The process by which the control unit 72 controls the motor 38 and the transmission 56 will be described with reference to FIG. 5. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S41 of the flowchart shown in FIG. 5. When the flowchart in FIG. 5 ends, the control unit 72 repeats the process from step S41 after a predetermined period, for example, until the supply of power is stopped.

In step S41, the control unit 72 determines whether or not to change both the control state of the motor 38 and the gear ratio R. If the control unit 72 does not change both the control state of the motor 38 and the gear ratio R, or if the control unit 72 changes only one of the control state of the motor 38 and the gear ratio R, the control unit 72 ends the process.

If the control unit 72 changes the control state of the motor 38 and the gear ratio R in step S41, the control unit 72 proceeds to step S42. In step S42, the control unit 72 determines the order of the first change process and the second change process according to at least one of the fourth driving state and the fourth driving environment, and proceeds to step S43.

In step S43, the control unit 72 executes the first change process and the second change process according to the order determined in step S42. In step S43, after starting the second change process, when the first information matches the second information, the control unit 72 may change the control state of the motor 38 to the control state of the motor 38 before executing the first change process.

In this embodiment, the deceleration D may be replaced with the deceleration energy. The deceleration energy is expressed by 1/2×M× ^V2 . M may be the weight of the human-powered vehicle 10, or may be the sum of the weight of the human-powered vehicle 10 and the weight of the rider. Information on the weight of the human-powered vehicle 10, or the sum of the weight of the human-powered vehicle 10 and the weight of the rider, is stored in the storage unit 74. The first deceleration D1 and the fifth deceleration D5 are changed to values corresponding to the deceleration energy. For example, in the case of deceleration from 10 km/h and the case of deceleration from 35 km/h, the deceleration energy is different even if the deceleration D is the same, so the control unit 72 may be configured to change the order of the first process and the third process, or the order of the second process and the third process, using the deceleration energy.

Fourth Embodiment
The control device 70 of the fourth embodiment will be described with reference to Figures 2 and 6. The control device 70 of the fourth embodiment includes the same configuration as the control device 70 of the first embodiment, except that the control device 70 of the fourth embodiment executes the process of the flowchart of Figure 6 instead of the process of the flowchart of Figure 3. Therefore, the configurations of the control device 70 of the fourth embodiment that are common to the first, second, and third embodiments are given the same reference numerals as the first, second, and third embodiments, and duplicated descriptions will be omitted.

In this embodiment, the control unit 72 is configured to control the motor 38 and the transmission 56. When a first gear shifting condition is satisfied, the control unit 72 causes the transmission 56 to change the gear ratio R in a state in which the assist level A by the motor 38 is reduced or in a state in which the assist level A by the motor 38 is maintained. When a second gear shifting condition different from the first gear shifting condition is satisfied, the control unit 72 causes the transmission 56 to change the gear ratio R in a state in which the assist level A by the motor 38 is increased.

Preferably, at least one of the first and second gear shift conditions is satisfied when the vehicle speed V of the human-powered vehicle 10 decreases. Preferably, one of the first and second gear shift conditions is satisfied when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is equal to or greater than the second deceleration D2. Preferably, the other of the first and second gear shift conditions is satisfied when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is less than the second deceleration D2. The second deceleration D2 is, for example, equal to the first deceleration D1.

The process by which the control unit 72 controls the motor 38 and the transmission 56 will be described with reference to FIG. 6. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S51 of the flowchart shown in FIG. 6. When the flowchart in FIG. 6 ends, the control unit 72 repeats the process from step S51 after a predetermined period, for example, until the supply of power is stopped.

In step S51, the control unit 72 determines whether the gear shift condition is satisfied. The control unit 72 determines that the gear shift condition is satisfied when the speed of the human-powered vehicle decreases by more than a predetermined speed. The predetermined speed is, for example, a speed in the range of 1 km/h to 10 km/h. If the gear shift condition is satisfied, the control unit 72 proceeds to step S52. If the gear shift condition is not satisfied, the control unit 72 ends the process. In step S52, the control unit 72 determines whether the first gear shift condition is satisfied. If the first gear shift condition is satisfied, the control unit 72 proceeds to step S53. In step S53, the control unit 72 changes the gear ratio R by the transmission 56 with the assist level A reduced or with the assist level A maintained, and ends the process.

When the control unit 72 decreases the assist level A in step S53, the control unit 72 may increase the assist level A when the change in the gear ratio R is completed. Preferably, when the control unit 72 decreases the assist level A in step S53, the control unit 72 returns the assist level A to the assist level A before the decrease when the change in the gear ratio R is completed.

If the first gear shift condition is not satisfied in step S52, the control unit 72 proceeds to step S54. In step S54, the control unit 72 determines whether the second gear shift condition is satisfied. If the second gear shift condition is satisfied in step S54, the control unit 72 proceeds to step S55. In step S55, the control unit 72 changes the gear ratio R by the transmission 56 with the assist level A increased, and ends the process.

When the control unit 72 increases the assist level A in step S55, it may decrease the assist level A when the change in the gear ratio R is completed. Preferably, when the control unit 72 increases the assist level A in step S55, it returns the assist level A to the assist level A before the increase when the change in the gear ratio R is completed. Preferably, when the control unit 72 increases the assist level A in step S55, it returns the assist level A to the assist level A immediately before the increase in the assist level A when the change in the gear ratio R is completed.

If the second gear shift condition is not satisfied in step S54, the control unit 72 proceeds to step S56. In step S56, the control unit 72 changes the gear ratio R by the transmission 56 while maintaining the assist level A, and ends the process.

Fifth Embodiment
The control device 70 of the fifth embodiment will be described with reference to Figures 7 to 9. The control device 70 of the fifth embodiment includes the same configuration as the control device 70 of any of the first to fourth embodiments, except that the control device 70 executes the process of at least one of the flowcharts of Figures 8 and 9 in addition to the process of any of the flowcharts of Figures 3, 4, 5, and 6. Therefore, the configurations of the control device 70 of the fifth embodiment that are common to the first to fourth embodiments are given the same reference numerals as the first to fourth embodiments, and duplicated explanations will be omitted.

The control unit 72 is configured to control components 60 for the human-powered vehicle in response to information relating to the vehicle speed V of the human-powered vehicle 10. The components 60 include at least one suspension device 62 and at least one adjustable seat post 64.

The suspension device 62 includes an electric actuator for operating the suspension device 62. The suspension device 62 further includes a drive circuit that controls the power supplied to the electric actuator. The electric actuator includes an electric motor. The electric motor included in the electric actuator may be replaced with a solenoid. The drive circuit drives the electric actuator in response to a control signal from the control unit 72.

The suspension device 62 includes at least one of a rear suspension device and a front suspension device 62A. The suspension device 62 absorbs shocks applied to the wheels 14. The suspension device 62 may be a hydraulic suspension or an air suspension. The suspension device 62 includes a first part and a second part that is fitted into the first part and is movable relative to the first part. The operating state of the suspension device 62 includes, for example, a locked state in which the relative movement between the first part and the second part is restricted, and an unlocked state in which the relative movement between the first part and the second part is permitted. The electric actuator switches the operating state of the suspension device 62. The locked state of the suspension device 62 may include a state in which the first part and the second part move slightly relative to each other when a strong force is applied to the wheels 14. The operating state of the suspension device 62 may include at least one of a plurality of operating states with different damping forces and a plurality of operating states with different stroke amounts, instead of or in addition to the locked state and the unlocked state.

The rear suspension device is configured to be mounted on the frame 18 of the human-powered vehicle 10. The rear suspension is mounted between the frame body of the frame 18 and a swing arm supporting the rear wheel 14A. The rear suspension device absorbs shocks applied to the rear wheel 14A. The front suspension device 62A is configured to be mounted between the frame 18 of the human-powered vehicle 10 and the front wheel 14B. The front suspension is mounted on the front fork 30. The front suspension device 62A absorbs shocks applied to the front wheel 14B.

The adjustable seatpost 64 includes an electric actuator. The adjustable seatpost 64 further includes a drive circuit that controls the power applied to the electric actuator. The electric actuator includes an electric motor. The electric motor included in the electric actuator may be replaced with a solenoid. The drive circuit drives the electric actuator in response to a control signal from the control unit 72. The adjustable seatpost 64 is provided on the seat tube and configured to change the height of the saddle. The adjustable seatpost 64 includes an electric seatpost in which the seatpost expands and contracts with the force of the electric actuator, or a mechanical seatpost in which the seatpost expands with the force of at least one of a spring and air and contracts with the application of human force by controlling a valve with the force of the electric actuator. The mechanical seatpost includes a hydraulic seatpost or a hydraulic and pneumatic seatpost.

When the component 60 includes at least one suspension device 62, for example, the at least one suspension device 62 includes a front suspension device 62A, the control unit 72 controls the front suspension device 62A to increase the stiffness of the front suspension device 62A when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is equal to or greater than a third deceleration D3. The third deceleration D3 is, for example, equal to the first deceleration D1. The third deceleration D3 may be a value greater than the first deceleration D1.

The process of switching the control state in which the control unit 72 controls the front suspension device 62A will be described with reference to FIG. 8. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S61 of the flowchart shown in FIG. 8. When the flowchart in FIG. 8 ends, the control unit 72 repeats the process from step S61 after a predetermined period, for example, until the supply of power is stopped.

In step S61, the control unit 72 determines whether the deceleration D is equal to or greater than the third deceleration D3. If the deceleration D is not equal to or greater than the third deceleration D3, the control unit 72 ends the process. If the deceleration D is equal to or greater than the third deceleration D3, the control unit 72 proceeds to step S62. In step S62, the control unit 72 controls the front suspension unit 62A to increase the stiffness of the front suspension unit 62A, and ends the process. If the front suspension unit 62A is in an unlocked state, the control unit 72 changes the front suspension unit 62A to a locked state in step S62.

The control unit 72 may be configured to control the front suspension device 62A to increase the stiffness of the front suspension device 62A when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is equal to or greater than the third deceleration D3 and equal to or less than the sixth deceleration D6. The third deceleration D3 is equal to the first deceleration D1, and the sixth deceleration D6 is equal to the fifth deceleration D5.

When the component 60 includes the adjustable seat post 64, for example, the control unit 72 controls the adjustable seat post 64 to reduce the length of the adjustable seat post 64 when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 becomes equal to or greater than the fourth deceleration D4. The fourth deceleration D4 is, for example, equal to the first deceleration D1. The fourth deceleration D4 may be a value greater than the first deceleration D1.

The process by which the control unit 72 controls the adjustable seat post 64 will be described with reference to FIG. 9. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S63 in the flowchart shown in FIG. 9. When the flowchart in FIG. 9 ends, the control unit 72 repeats the process from step S63 after a predetermined period, for example, until the supply of power is stopped.

In step S63, the control unit 72 determines whether the deceleration D is equal to or greater than the fourth deceleration D4. If the deceleration D is not equal to or greater than the fourth deceleration D4, the control unit 72 ends the process. If the deceleration D is equal to or greater than the fourth deceleration D4, the control unit 72 proceeds to step S64. In step S64, the control unit 72 controls the adjustable seat post 64 to reduce the length of the adjustable seat post 64, and ends the process.

The control unit 72 may be configured to control the adjustable seat post 64 to reduce the length of the adjustable seat post 64 when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is equal to or greater than the fourth deceleration D4 and equal to or less than the seventh deceleration D7. The fourth deceleration D4 is equal to the first deceleration D1, and the seventh deceleration D7 is equal to the fifth deceleration D5.

<Modification>
The explanations of the embodiments are examples of forms that a control device for a human-powered vehicle according to the present disclosure can take, and are not intended to limit the forms. A control device for a human-powered vehicle according to the present disclosure can take forms, for example, modified versions of the embodiments shown below, or a combination of at least two mutually consistent modified versions. In the following modified versions, parts that are common to the embodiments are given the same reference numerals as in the embodiments, and descriptions thereof are omitted.

- Instead of step S15 in FIG. 3, the control unit 72 may determine YES when a predetermined first period has elapsed since the start of the first process or the third process. Instead of step S35 in FIG. 4, the control unit 72 may determine YES when a predetermined first period has elapsed since the start of the first process or the third process.

Instead of or in addition to at least one of step S20 in FIG. 3 and step S39 in FIG. 4, the control unit 72 may determine YES when a predetermined second period has elapsed since the start of the second process or the third process .

- The processing of the flowcharts in Figures 8 and 9 of the fifth embodiment may be performed independently of the first to fourth embodiments.

The term "at least one" as used herein means "one or more" of the desired options. As an example, the term "at least one" as used herein means "only one option" or "both of two options" if the number of options is two. As another example, the term "at least one" as used herein means "only one option" or "any combination of two or more options" if the number of options is three or more.

10... human-powered vehicle, 38... motor, 56... transmission, 60... component, 62... suspension device, 62A... front suspension device, 64... adjustable seat post, 70... control device, 72... control unit.

Claims (20)

A control device for a human-powered vehicle,
a control unit that controls a motor that provides a propulsive force to the human-powered vehicle;
The human-powered vehicle includes a transmission;
the transmission is provided in a transmission path of a human-powered driving force in the human-powered vehicle and is configured to change a gear ratio;
when first information about the current gear ratio of the transmission and second information about the gear ratio corresponding to at least one of a first traveling state of the human-powered vehicle and a first traveling environment of the human-powered vehicle differ,
A control device that executes a first process of increasing at least one of an assist level by the motor, a maximum output of the motor, and an output of the motor. 2. The control device according to claim 1, wherein when the first information and the second information are different and when the first process is not executed, the control unit executes a second process to reduce at least one of the assist level by the motor, the maximum output of the motor, and the output of the motor. 3. The control device according to claim 2, wherein when the first information and the second information differ, the control unit executes the first process or the second process depending on at least one of a second traveling state of the human-powered vehicle and a second traveling environment of the human-powered vehicle. The control unit is
configured to control the transmission;
The control device according to claim 1 , further comprising: a control unit configured to control the transmission so that the first information coincides with the second information when the first information differs from the second information. The control unit is
configured to control the transmission;
When the first information is different from the second information, a third process is executed to control the transmission so that the first information coincides with the second information.
When the first process is executed, the third process is executed after the first process is executed, and when the first information matches the second information, the second process is executed;
The control device according to claim 2 or 3, wherein when the second process is executed, the third process is executed after the second process is executed, and when the first information matches the second information, the first process is executed. The control unit is
configured to control the transmission;
When the first information is different from the second information, a third process is executed to control the transmission so that the first information coincides with the second information.
4. The control device according to claim 2 or 3, configured to change an order of the first process and the third process, or an order of the second process and the third process, in accordance with at least one of a third running state of the human-powered vehicle and a third running environment of the human-powered vehicle, when the first information differs from the second information. A control device for a human-powered vehicle,
a motor that imparts a propulsive force to a human-powered vehicle, and a control unit that is provided in a transmission path of the human-powered vehicle and is configured to control a transmission that changes a gear ratio,
The control unit is
a control device that, when changing both the control state of the motor and the gear ratio, changes an order of a first change process that changes the control state of the motor and a second change process that changes the gear ratio in accordance with at least one of a fourth running state of the human-powered vehicle and a fourth running environment of the human-powered vehicle. 8. The control device according to claim 7 , wherein the control unit increases at least one of an assist level by the motor, a maximum value of the output of the motor, and an output of the motor in response to a decrease in vehicle speed of the human-powered vehicle. 8. The control device according to claim 7 , wherein the control unit reduces at least one of an assist level by the motor, a maximum value of the output of the motor, and an output of the motor in response to a decrease in a vehicle speed of the human-powered vehicle. The control device according to claim 7 , wherein at least one of the fourth driving state of the human-powered vehicle and the fourth driving environment of the human-powered vehicle includes information related to a vehicle speed of the human-powered vehicle. 11. The control device according to claim 10, wherein when both the control state of the motor and the gear ratio are changed and when a vehicle speed of the human-powered vehicle is decreasing, the control unit changes the control state of the motor and then causes the transmission to change the gear ratio. 11. The control device according to claim 10, wherein when both the control state of the motor and the gear ratio are changed and when a vehicle speed of the human-powered vehicle is decreasing, the control unit changes the control state of the motor after changing the gear ratio. The control device according to claim 11 or 12 , wherein the case where the vehicle speed of the human-powered vehicle is decelerating includes a case where the deceleration of the human-powered vehicle in a traveling direction of the human-powered vehicle becomes equal to or greater than a first deceleration. A control device for a human-powered vehicle,
a control unit configured to control a motor that imparts a propulsive force to the human-powered vehicle and a transmission that is provided in a transmission path of the human-powered vehicle and that changes a gear ratio,
The control unit is
When a first shifting condition is satisfied, the gear ratio is changed by the transmission in a state where an assist level by the motor is reduced or in a state where the assist level by the motor is maintained;
When a second gear shift condition different from the first gear shift condition is satisfied, the control device changes the gear ratio by the transmission in a state in which the assist level by the motor is increased. The control device according to claim 14 , wherein one of the first gear shift condition and the second gear shift condition is satisfied when a vehicle speed of the human-powered vehicle decreases. 16. The control device according to claim 14 , wherein at least one of the first gear shift condition and the second gear shift condition is satisfied when a deceleration of the human-powered vehicle in a traveling direction of the human-powered vehicle is equal to or greater than a second deceleration. 17. The control device according to claim 15 , wherein the other of the first gear shift condition and the second gear shift condition is satisfied when a deceleration of the human-powered vehicle in a traveling direction of the human-powered vehicle is less than a second deceleration. the control unit is configured to control a component for the human-powered vehicle in response to information relating to a vehicle speed of the human-powered vehicle;
The component comprises:
At least one suspension device; and
18. A control device according to any one of claims 1 to 17 , including at least one adjustable seat post. the component includes the at least one suspension device;
the at least one suspension system includes a front suspension system;
19. The control device according to claim 18, wherein the control unit controls the front suspension device to increase a stiffness of the front suspension device when a deceleration of the human-powered vehicle in a traveling direction of the human-powered vehicle is equal to or greater than a third deceleration. The component includes the adjustable seat post,
20. The control device according to claim 19, wherein the control unit controls the adjustable seat post to reduce a length of the adjustable seat post when a deceleration of the human-powered vehicle in a traveling direction of the human-powered vehicle is equal to or greater than a fourth deceleration.