JP7688971B2 - Control device for human-powered vehicles - Google Patents

Description

The present invention 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 according to the human-powered driving force.

JP 2014-208522 A

In Patent Document 1, when the operating unit is operated, the control device controls the motor to increase the output of the motor that provides propulsive force to the human-powered vehicle.

One of the objectives of the present disclosure is to provide a control device for a human-powered vehicle that can appropriately control the motor that provides the propulsive force to the human-powered vehicle according to the rider's intentions.

A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, and includes a control unit that controls a motor that provides propulsive force to the human-powered vehicle, the control unit being configured to be able to change the assist level provided by the motor, and configured to control the motor so as to increase the assist level provided by the motor when a first operating unit configured to be operated by a user is operated, and to decrease the assist level when a predetermined first period has elapsed while the assist level has increased, and is configured to be able to change the predetermined first period.
According to the control device of the first aspect, since the predetermined first period is variable, the assist level can be increased over a period according to the rider's intention, and therefore the motor can be suitably controlled according to the rider's intention.

In a control device of a second aspect according to the first aspect of the present disclosure, the control unit is configured to be operated by a user, and changes the predetermined first period in response to operation of a second operating unit different from the first operating unit.
According to the control device of the second aspect, the predetermined first period is changed in response to operation of the second operating unit, so that the predetermined first period is not changed by the rider unintentionally operating the first operating unit.

In the control device of a third aspect according to the first or second aspect of the present disclosure, the control unit controls the motor to decrease the assist level when the first operating unit is operated within the predetermined first period in a state in which the first operating unit is operated and the assist level has increased.
According to the control device of the third aspect, when the first operating part is operated within a predetermined first period, the assist level is reduced, so that the assist level can be reduced according to the rider's intentions even before the predetermined first period has elapsed.

In the control device of a fourth aspect according to any one of the first to third aspects of the present disclosure, when the first operating unit is operated and the assist level is increased, the control unit controls the motor to decrease the assist level when a third operating unit different from the first operating unit is operated within the predetermined first period.
According to the control device of the fourth aspect, the assist level can be reduced by the rider operating the third operating part even before the predetermined first period has elapsed, so that the assist level can be reduced according to the rider's intentions.

In the control device of a fifth aspect according to any one of the first to fourth aspects of the present disclosure, the control unit is configured to be able to change a rate of increase in the assist level.
According to the control device of the fifth aspect, the rate at which the assist level is increased can be changed, so that the rate at which the assist level is increased can be adjusted according to the rider's intention.

A control device according to a sixth aspect of the present disclosure is a control device for a human-powered vehicle, and includes a control unit that controls a motor that provides a propulsive force to the human-powered vehicle, and the control unit is configured to cause the motor to output an assist force when the human-powered vehicle is propelled by human-powered force, and to be able to change the assist level provided by the motor, and when a first operating unit configured to be operated by a user is operated, the control unit controls the motor to increase the assist level and is able to change the rate at which the assist level is increased.
According to the control device of the sixth aspect, the rate at which the assist level is increased can be changed, so that the rate at which the assist level is increased can be set according to the rider's intention, and therefore the motor can be suitably controlled according to the rider's intention.

In a control device of a seventh aspect according to the fifth or sixth aspect of the present disclosure, the control unit is configured to be operated by a user, and in response to operation of a fourth operating unit different from the first operating unit, the control unit changes the rate at which the assist level is increased.
According to the control device of the seventh aspect, the rider can change the rate at which the assist level increases by operating the fourth operating unit, so that the rate at which the assist level increases is not changed by the rider unintentionally operating the first operating unit, for example.

In the control device of the eighth aspect according to any one of the first to seventh aspects of the present disclosure, the control unit starts increasing the assist level when a predetermined second period has elapsed since the first operating unit was operated.
According to the control device of the eighth aspect, the assist level begins to increase when a predetermined second period has elapsed since the first operating unit was operated, so that if the rider wishes to increase the assist level after the predetermined second period has elapsed, the assist level can be increased.

A control device according to a ninth aspect of the present disclosure is a control device for a human-powered vehicle, and includes a control unit that controls a motor that provides propulsive force to the human-powered vehicle, the control unit being configured to be able to change an assist level provided by the motor and to be able to control the motor so as to increase the assist level by operating a first operating unit, and starting to increase the assist level when a predetermined second period has elapsed since the first operating unit was operated.
According to the control device of the ninth aspect, the assist level starts to increase when a predetermined second period has elapsed since the first operating unit was operated, so that if the rider desires to increase the assist level after the predetermined second period has elapsed, the assist level can be increased. Therefore, the motor can be suitably controlled according to the rider's intention.

In the control device of a tenth aspect according to the eighth or ninth aspect of the present disclosure, the control unit is configured to be able to change the predetermined second period.
According to the control device of the tenth aspect, since the predetermined second period can be changed, the predetermined second period can be set according to the rider's intention.

In the control device of the eleventh aspect according to the tenth aspect of the present disclosure, the predetermined second period when the first operating unit is operated by a first operating method is different from the predetermined second period when the first operating unit is operated by a second operating method different from the first operating method.
According to the control device of the eleventh aspect, the predetermined second period can be changed depending on the operation method of the first operating unit, so that the increase in the assist level can be started based on the predetermined second period in accordance with the rider's intentions.

In the control device of a twelfth aspect according to any one of the first to eleventh aspects of the present disclosure, the human-powered vehicle includes a transmission, and the control unit controls the transmission.
According to the control device of the twelfth aspect, a transmission can be controlled.

In the control device of the thirteenth aspect in accordance with the twelfth aspect of the present disclosure, the control unit controls the transmission to reduce the gear ratio of the transmission when the first operating unit is operated to increase the assist level.
According to the control device of the thirteenth aspect, when the first operating part is operated to increase the assist level, the transmission is controlled to reduce the gear ratio of the transmission, thereby suitably reducing the load on the rider.

A control device according to a fourteenth aspect of the present disclosure is a control device for a human-powered vehicle, and includes a control unit that controls a motor that provides propulsive force to the human-powered vehicle and a transmission of the human-powered vehicle, wherein the control unit is configured to be able to change the assist level provided by the motor, and when a first operating unit configured to be operated by a user is operated, the control unit is configured to control the motor to increase the assist level provided by the motor, and to control the transmission to reduce the gear ratio of the transmission.
According to the control device of the fourteenth aspect, when the first operating unit is operated to increase the assist level, the transmission is controlled to reduce the gear ratio of the transmission, so that the load on the rider is suitably reduced. Therefore, the motor can be suitably controlled in accordance with the rider's intention.

In the control device of a fifteenth aspect in accordance with the fourteenth aspect of the present disclosure, the control unit is configured to control the motor to decrease the assist level when a predetermined first period has elapsed while the assist level is increased.
According to the control device of the fifteenth aspect, when the assist level is increased and a predetermined first period has elapsed, the assist level is decreased, so that the state in which the assist level is increased can be prevented from continuing. As a result, power consumption can be reduced.

In the control device of a sixteenth aspect according to the fifteenth aspect of the present disclosure, the control unit suppresses a gear shifting operation of the gear shifting device within the predetermined first period.
According to the control device of the sixteenth aspect, the gear shifting operation of the transmission is suppressed within a predetermined first period, thereby making it possible to suppress gear shifts unintended by the rider.

In the control device of a seventeenth aspect according to a sixteenth aspect of the present disclosure, the control unit controls the transmission so as to suppress an increase in the gear ratio within the first predetermined period.
According to the control device of the seventeenth aspect, the transmission is controlled so as to suppress an increase in the gear ratio within a predetermined first period, so that an increase in the load on the rider can be suppressed.

In the control device of aspect 18 according to any one of aspects 15 to 17 of the present disclosure, the control unit controls the transmission to reduce the gear ratio when the predetermined first period has elapsed.
According to the control device of the eighteenth aspect, the transmission is controlled to reduce the gear ratio after a predetermined first period has elapsed, thereby suppressing the increase in load felt by the rider after the predetermined first period has elapsed.

In the control device of a nineteenth aspect according to any one of the twelfth to eighteenth aspects of the present disclosure, the control unit controls the transmission in response to a parameter related to a load of a rider of the human-powered vehicle.
According to the control device of the nineteenth aspect, the transmission is controlled in accordance with parameters related to the load of the rider of the human-powered vehicle, so that the gear ratio can be changed to one suitable for the load of the rider.

In the control device of aspect 20 according to any one of aspects 1 to 19 of the present disclosure, the assist level includes at least one of a ratio of the output of the motor to the human-powered driving force input to the human-powered vehicle, a maximum value of the output of the motor, and a suppression level of the output fluctuation of the motor when the output of the motor decreases.
According to the control device of the 20th aspect, at least one of the ratio of motor output to human-powered driving force input to the human-powered vehicle, the maximum motor output, and the suppression level of motor output fluctuations in the event of a decrease in motor output can be increased in response to operation of the first operating unit.

In the control device of the 21st aspect according to any one of the first to 20th aspects of the present disclosure, when a fifth operating unit different from the first operating unit and configured to be operated by a user is operated, the control unit controls the motor to increase the assist level, and the increase in the assist level when the first operating unit is operated is greater than the increase in the assist level when the fifth operating unit is operated.
According to the control device of the 21st aspect, the increase in assist level when the first operating unit is operated is greater than the increase in assist level when the fifth operating unit is operated, so that by selectively using the first operating unit and the fifth operating unit, the motor can be controlled according to the rider's intentions.

In the control device of aspect 22 according to any one of aspects 1 to 21 of the present disclosure, the control unit is configured to control a suspension provided on the human-powered vehicle, and when the first operating unit is operated to increase the assist level by the motor, a control parameter of the suspension is changed.
According to the control device of the 22nd aspect, when the first operating unit is operated to increase the assist level by the motor, the control parameters of the suspension are changed, so that the control parameters of the suspension can be changed to those suitable for increasing the assist level.

The control device for a human-powered vehicle disclosed herein can optimally control the motor according to the rider's intentions.

1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle and a control system for a human-powered vehicle according to a first embodiment; 1 is a block diagram showing the electrical configuration of a control device for a human-powered vehicle and a control system for a human-powered vehicle according to a first embodiment; 3 is a plan view showing the first operating unit, the fifth operating unit, and the sixth operating unit of FIG. 2 and a part of the handlebar; FIG. 3 is a flowchart of a process executed by the control unit in FIG. 2 to control a motor. 3 is a flowchart of a process executed by the control unit in FIG. 2 to change a predetermined first period in response to an operation of a second operation unit. 10 is a flowchart of a process executed by the control unit in FIG. 2 to change the increasing speed of the assist level in response to the operation of a fourth operation unit. 10 is a flowchart of a process for controlling a motor, which is executed by a control unit according to a second embodiment. 13 is a part of a flowchart of a process executed by a control unit to control a motor according to a third embodiment. FIG. 13 is a block diagram showing the electrical configuration of a control device for a human-powered vehicle and a control system for a human-powered vehicle according to a fourth embodiment. 13 is a flowchart of a process executed by a control unit according to a fourth embodiment to control a motor and a transmission. FIG. 13 is a block diagram showing the electrical configuration of a control device for a human-powered vehicle and a control system for a human-powered vehicle according to a fifth embodiment. 13 is a part of a flowchart of a process executed by a control unit in a fifth embodiment to control a motor and a transmission.

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 6. 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 rotating 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 rotating shaft 12A, and a second crank arm 12C provided at a second axial end of the input rotating shaft 12A. In this embodiment, the input rotating 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 rotating shaft 12A. The input rotating shaft 12A and the first rotating body 24 may be connected to rotate together, 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. The human-powered vehicle 10 may include a transmission. The transmission includes at least one of an external transmission and an internal transmission. The external transmission includes, for example, a derailleur, a first rotating body 24, and a second rotating body 26. The derailleur includes at least one of a front derailleur and a rear derailleur. The first rotating body 24 may include a plurality of sprockets. The second rotating body 26 may include a plurality of sprockets. The internal transmission may be provided, for example, in the hub of the rear wheel 14A, or in the power transmission path from the input rotating shaft 12A to the first rotating body 24.

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 one or more electric motors. 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 includes 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 rotating shaft 12A. In this embodiment, the power transmission path between the motor 38 and the input rotating 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 rotating 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 is preferably provided in the housing 40A of the drive unit 40. The control device 70 may be provided in the frame 18. The control device 70 includes a control unit 72. The control unit 72 includes a processing device that executes a predetermined control program. The processing device included in the control unit 72 includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The processing device included in the control unit 72 may be provided in multiple locations that are separate from each other. For example, a part of the processing device may be provided in the human-powered vehicle 10, and another part of the processing device may be provided in a server connected to the Internet. When the processing device is provided in multiple locations that are separate from each other, each part of the processing device 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 46. Preferably, the human-powered vehicle 10 further includes at least one of a crank rotation sensor 48 and a human-powered driving force detection unit 50.

The vehicle speed sensor 46 is configured to detect information related to the vehicle speed V of the human-powered vehicle 10. In this embodiment, the vehicle speed sensor 46 is configured to detect information related to the rotation speed W of at least one wheel 14 of the human-powered vehicle 10. The vehicle speed sensor 46 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 46 is configured to output a predetermined number of detection signals during one rotation of one of the at least one wheels 14. The vehicle speed sensor 46 outputs a signal corresponding to the rotation speed W 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 W 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 46 includes, for example, a magnetic reed constituting a reed switch, or a magnetic sensor such as a Hall element. The vehicle speed sensor 46 may be attached to a 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 46 is configured such that the reed switch detects the magnet once for each rotation of the wheel 14.

The vehicle speed sensor 46 may have any configuration as long as it can acquire information related to the vehicle speed V of the human-powered vehicle 10, and is not limited to a configuration that detects magnets provided on the wheels 14. For example, the vehicle speed sensor 46 may be configured to detect slits provided in 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 46 includes a GPS receiver, the control unit 72 can calculate the vehicle speed V according to the time and traveled distance. The vehicle speed sensor 46 is connected to the control unit 72 via a wireless communication device or an electric cable.

The crank rotation sensor 48 is configured to detect information related to the rotation speed C of the input rotating shaft 12A. The crank rotation sensor 48 is provided, for example, on the frame 18 or the drive unit 40 of the human-powered vehicle 10. The crank rotation sensor 48 may be provided on the housing 40A of the drive unit 40. The crank rotation sensor 48 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 rotating shaft 12A, a member that rotates in conjunction with the input rotating shaft 12A, or a power transmission path between the input rotating shaft 12A and the first rotating body 24. The member that rotates in conjunction with the input rotating shaft 12A may include the output shaft of the motor 38.

The crank rotation sensor 48 outputs a signal corresponding to the rotation speed C of the input rotating shaft 12A. For example, if a first one-way clutch is not provided between the input rotating shaft 12A and the first rotating body 24, a magnet may be provided on the first rotating body 24. The crank rotation sensor 48 may have any configuration as long as it can obtain information related to the rotation speed C of the input rotating 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 48 is connected to the control unit 72 via a wireless communication device or an electric cable.

The human-powered driving force detection unit 50 is configured to detect information related to the human-powered driving force H. The human-powered driving force detection unit 50 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 50 may be provided on the housing 40A of the drive unit 40. The human-powered driving force detection unit 50 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 in the power transmission path or near a member included in the power transmission path. The member included in the power transmission path is, for example, the input rotating shaft 12A, a member that transmits the manual driving force H between the input rotating shaft 12A and the first rotating body 24, the crank arms 12B, 12C, or the pedals 20A, 20B. The manual driving force detection unit 50 is connected to the control unit 72 via a wireless communication device or an electric cable. The manual driving force detection unit 50 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. The control unit 72 is configured to be able to change the assist level A of the motor 38. The manual 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. Preferably, the assist level A includes at least one of the ratio of the output of the motor 38 to the human-powered driving force H input to the human-powered vehicle 10 , the maximum value of the output of the motor 38, and a suppression level L of the output fluctuation of the motor 38 when the output of the motor 38 decreases. The ratio of the assist force by the motor 38 to the human-powered driving force H may be referred to as an 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 rotation of the motor 38. The predetermined ratio is not constant, but may change, for example, according to the human-powered driving force H, the rotation speed C of the input rotating shaft 12A, the vehicle speed V, or any two or all of the human-powered driving force H, the rotation speed C of the input rotating 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 of the motor 38 is input to the first rotating body 24. In this embodiment, the manual driving force H corresponds to the driving force input to the first rotating body 24 by the user rotating the crank 12. In this embodiment, 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 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 MX. When the output 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 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 control unit 72 is configured to be able to change the suppression level L of the output fluctuation of the motor 38. As the suppression level L of the output fluctuation of the motor 38 increases, the amount of change per unit time of the output of the motor 38 relative to the amount of change per unit time of the control parameter of the motor 38 decreases. As the suppression level L of the output fluctuation of the motor 38 decreases, the amount of change per unit time of the output of the motor 38 relative to the amount of change per unit time of the control parameter of the motor 38 increases. The control parameter of the motor 38 corresponds to the manual driving force H or the rotation speed C of the input rotating shaft 12A. The suppression level L of the output fluctuation of the motor 38 is inversely proportional to the response speed of the motor 38. The response speed of the motor 38 is represented by the amount of change per unit time of the output of the motor 38 relative to the amount of change per unit time of the control parameter of the motor 38. As the suppression level L of the output fluctuation of the motor 38 increases, the response speed of the motor 38 decreases.

The control unit 72 changes the suppression level L, for example, by a filter circuit. The filter includes, for example, a low-pass filter having a time constant. The control unit 72 changes the suppression level L by changing the time constant of the filter. The control unit 72 may change the suppression level L by changing a gain for calculating the output of the motor 38 from the manual driving force H. The filter circuit is configured, for example, by executing predetermined software in a calculation processing device.

The human-powered vehicle 10 further includes a first operation unit 52. The first operation unit 52 is configured to be operated by a user. The first operation unit 52 is operated, for example, by the user's hand or finger. Preferably, the first operation unit 52 is provided on the handlebar 34. Preferably, the first operation unit 52 includes a push button or a lever. For example, the first operation unit 52 includes an electric switch. The electric switch included in the first operation unit 52 is preferably a normally-off type electric switch. The first operation unit 52 may be configured by a touch panel. The first operation unit 52 may be included, for example, in a cycle computer or a smartphone. The first operation unit 52 is connected to the control unit 72 via a wireless communication device or an electric cable. When the first operation unit 52 is operated, the control unit 72 increases the assist level A by the motor 38.

Preferably, the human-powered vehicle 10 further includes a fifth operation unit 60. The fifth operation unit 60 is different from the first operation unit 52 and is configured to be operated by the user. The first operation unit 52 is operated, for example, by the user's hand or finger. Preferably, the fifth operation unit 60 is provided on the handlebar 34. Preferably, the fifth operation unit 60 includes a push button or a lever. For example, the fifth operation unit 60 includes an electric switch. The electric switch included in the fifth operation unit 60 is preferably a normally-off type electric switch. The fifth operation unit 60 may be configured by a touch panel. The fifth operation unit 60 may be included, for example, in a cycle computer or a smartphone. The fifth operation unit 60 is connected to the control unit 72 via a wireless communication device or an electric cable.

Preferably, when the fifth operation unit 60 is operated, the control unit 72 controls the motor 38 to increase the assist level A. The assist level A is increased when the first operation unit 52 is operated, which is greater than the assist level A that is increased when the fifth operation unit 60 is operated. Preferably, when the fifth operation unit 60 is operated, the control unit 72 changes the assist level A to increase it by one step at a time in a plurality of predetermined steps. In this embodiment, when the first operation unit 52 is operated, the control unit 72 sets the assist level A to a level greater than the maximum assist level A set by the fifth operation unit 60. The control unit 72 may be configured to change the assist level A by two or more steps in a plurality of predetermined steps when the first operation unit 52 is operated. The control unit 72 may change the assist level A to the maximum step in a plurality of predetermined steps when the first operation unit 52 is operated.

Preferably, the human-powered vehicle 10 further includes a sixth operating unit 62. Preferably, when the sixth operating unit 62 is operated, the control unit 72 controls the motor 38 to decrease the assist level A. Preferably, when the sixth operating unit 62 is operated, the control unit 72 changes the assist level A to decrease it by one step at a time among a plurality of predetermined steps.

The sixth operation unit 62 is different from the first operation unit 52 and is configured to be operated by the user. The sixth operation unit 62 is operated, for example, by the user's hand or finger. Preferably, the sixth operation unit 62 is provided on the handlebar 34. Preferably, the sixth operation unit 62 includes a push button or a lever. For example, the sixth operation unit 62 includes an electric switch. The electric switch included in the sixth operation unit 62 is preferably a normally-off type electric switch. The sixth operation unit 62 may be configured by a touch panel. The sixth operation unit 62 may be included, for example, in a cycle computer or a smartphone. The sixth operation unit 62 is connected to the control unit 72 via a wireless communication device or an electric cable.

Preferably, the first operating unit 52, the fifth operating unit 60, and the sixth operating unit 62 are provided in a location that is easily accessible to the rider's hands. The first operating unit 52, the fifth operating unit 60, and the sixth operating unit 62 are provided on the handlebar 34, for example, so as to be located near the rider's thumb or index finger when the rider grips the handlebar 34. The first operating unit 52, the fifth operating unit 60, and the sixth operating unit 62 may be provided in the housing of the unit member, or in separate housings.

The control unit 72 is configured to control the motor 38 to decrease the assist level A when a predetermined first period T1 has elapsed while the assist level A has increased.

Preferably, when the first operation unit 52 is operated within a predetermined first period T1 in a state in which the assist level A is increased by operating the first operation unit 52, the control unit 72 controls the motor 38 to decrease the assist level A. In this embodiment, the operation of the first operation unit 52 includes a pressing operation of the first operation unit 52. For example, the control unit 72 determines that the first operation unit 52 has been operated when the first operation unit 52 is pressed. The operation of the first operation unit 52 may include, for example, a release operation of the pressing operation of the first operation unit 52. For example, when the assist level A is increased by pressing the first operation unit 52, the control unit 72 may determine that the first operation unit 52 has been operated when the user releases his/her hand from the state in which the first operation unit 52 is pressed.

Preferably, the human-powered vehicle 10 further includes a third operation unit 56. The third operation unit 56 is different from the first operation unit 52. The third operation unit 56 is operated, for example, by the user's hand or finger. Preferably, the third operation unit 56 is provided on the handlebar 34. Preferably, the third operation unit 56 includes a push button or a lever. For example, the third operation unit 56 includes an electric switch. The electric switch included in the third operation unit 56 is preferably a normally-off type electric switch. The third operation unit 56 may be configured by a touch panel. The third operation unit 56 may be included, for example, in a cycle computer or a smartphone. The third operation unit 56 is connected to the control unit 72 via a wireless communication device or an electric cable. The third operation unit 56 may be the sixth operation unit 62. When the third operation unit 56 is the sixth operation unit 62, an increase in the number of operation units can be suppressed.

Preferably, when the first operation unit 52 is operated and the assist level A is increased, and the third operation unit 56 is operated within a predetermined first period T1, the control unit 72 controls the motor 38 to decrease the assist level A. In this embodiment, the operation of the third operation unit 56 includes a pressing operation of the third operation unit 56. For example, when the third operation unit 56 is pressed, the control unit 72 determines that the third operation unit 56 has been operated.

The process in which the control unit 72 changes the assist level A of the motor 38 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 S11 of the flowchart shown in FIG. 4. When the flowchart in FIG. 4 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 operation unit 52 has been operated. If the first operation unit 52 has not been operated, the control unit 72 ends the process. If the first operation unit 52 has been operated, the control unit 72 proceeds to step S12.

In step S12, the control unit 72 increases the assist level A and proceeds to step S13. In step S13, the control unit 72 determines whether or not a predetermined first period T1 has elapsed. For example, in step S11, the control unit 72 determines that the predetermined first period T1 has elapsed if the first period T1 has elapsed since the first operating unit 52 was operated. If the predetermined first period T1 has elapsed, the control unit 72 proceeds to step S16. If the predetermined first period T1 has not elapsed, the control unit 72 proceeds to step S14.

In step S14, the control unit 72 determines whether the first operation unit 52 has been operated. If the first operation unit 52 has been operated, the control unit 72 proceeds to step S16. If the first operation unit 52 has not been operated, the control unit 72 proceeds to step S15.

In step S15, the control unit 72 determines whether the third operation unit 56 has been operated. If the third operation unit 56 has been operated, the control unit 72 proceeds to step S16. If the third operation unit 56 has not been operated, the control unit 72 proceeds to step S13.

In step S16, the control unit 72 reduces the assist level A and ends the process. For example, in step S16, the control unit 72 reduces the assist level A to the assist level A before increasing the assist level A in step S12. In this embodiment, the assist level A before increasing the assist level A is the assist level A immediately before increasing the assist level A.

The order of steps S13, S14, and S15 may be interchanged. At least one of steps S14 and S15 may be omitted. When step S14 is omitted, the control unit 72 transitions to step S15 if the determination in step S13 is NO. When step S15 is omitted, the control unit 72 transitions to step S13 if the determination in step S14 is NO. When steps S14 and S15 are omitted, the control unit 72 repeats the processing of step S13 if the determination in step S13 is NO.

Preferably, the control unit 72 is configured to be able to change the predetermined first period T1. Preferably, the control unit 72 changes the predetermined first period T1 in response to the operation of the second operation unit 54. Information on the predetermined first period T1 is stored in the storage unit 74. Preferably, the predetermined first period T1 is changed by the user selecting from a predetermined range by operating the second operation unit 54. The predetermined range is, for example, 1 second or more and 10 seconds or less. The predetermined first period T1 can be set to, for example, 3 seconds, 5 seconds, etc.

The second operation unit 54 is configured to be operated by the user and is different from the first operation unit 52. The second operation unit 54 is operated, for example, by the user's hand or finger. The second operation unit 54 is connected to the control unit 72 via a wireless communication device or an electric cable. The second operation unit 54 may be included in an external device. The second operation unit 54 may be included in a cycle computer. The external device includes, for example, at least one of a personal computer, a tablet computer, and a smartphone.

The process of changing the first period T1 determined by the control unit 72 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 S21 of the flowchart shown in FIG. 5. When the flowchart in FIG. 5 ends, the control unit 72 repeats the process from step S21 after a predetermined period, for example, until the supply of power is stopped.

In step S21, the control unit 72 determines whether the second operation unit 54 has been operated. When the control unit 72 receives information from an external device requesting a change to the predetermined first period T1 by operating the second operation unit 54, the control unit 72 determines that the second operation unit 54 has been operated. When the second operation unit 54 has not been operated, the control unit 72 ends the process. When the second operation unit 54 has been operated, the control unit 72 proceeds to step S22.

In step S22, the control unit 72 changes the information about the predetermined first period T1 and stores it in the memory unit 74. For example, the control unit 72 updates the information about the predetermined first period T1 stored in the memory unit 74 to information about the predetermined first period T1 included in information input from an external device by operating the second operation unit 54. The control unit 72 executes the process of step S13 in the flowchart of FIG. 4 using the predetermined first period T1 stored in the memory unit 74.

Preferably, the control unit 72 is configured to be able to change the rate of increase of the assist level A. Preferably, the control unit 72 changes the rate of increase of the assist level A in response to the operation of the fourth operation unit 58. Information regarding the rate of increase of the assist level A is stored in the storage unit 74. For example, when the assist level A includes an assist ratio, the rate of increase of the assist level A corresponds to the amount of increase in the assist ratio per unit time. Preferably, when increasing the assist level A, the control unit 72 gradually increases the assist ratio. Preferably, the rate of increase of the assist level A is changed by the user selecting from within a predetermined range by operating the fourth operation unit 58. The predetermined range is, for example, a range from 1/2 times a predetermined reference value to twice a predetermined reference value.

The fourth operation unit 58 is configured to be operated by the user and is different from the first operation unit 52. The fourth operation unit 58 is operated, for example, by the user's hand or finger. The fourth operation unit 58 is connected to the control unit 72 via a wireless communication device or an electric cable. The fourth operation unit 58 may be included in an external device. The fourth operation unit 58 may be included in a cycle computer. The external device includes, for example, at least one of a personal computer, a tablet computer, and a smartphone. The fourth operation unit 58 may be the second operation unit 54.

The process in which the control unit 72 changes the increase rate of the assist level A 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 S31 of the flowchart shown in FIG. 6. When the flowchart in FIG. 6 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 or not the fourth operation unit 58 has been operated. When the control unit 72 receives information from an external device requesting a change in the increase rate of the assist level A by operating the fourth operation unit 58, the control unit 72 determines that the fourth operation unit 58 has been operated. When the fourth operation unit 58 has not been operated, the control unit 72 ends the processing. When the fourth operation unit 58 has been operated, the control unit 72 proceeds to step S32.

In step S32, the control unit 72 changes the information related to the increase rate of the assist level A and stores it in the memory unit 74. For example, the control unit 72 updates the information related to the increase rate of the assist level A stored in the memory unit 74 to information related to the increase rate of the assist level A included in the information input from an external device by operating the fourth operation unit 58. The control unit 72 executes the process of step S12 in the flowchart of FIG. 4 using the increase rate of the assist level A stored in the memory unit 74.

Second Embodiment
The control device 70 of the second embodiment will be described with reference to Figures 2 and 7. 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 executes the process of the flowchart of Figure 7 instead of the process of the flowchart of Figure 4. 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 the second embodiment, the control unit 72 starts increasing the assist level A when a predetermined second period T2 has elapsed since the first operating unit 52 was operated.

The process of switching the control state in which the control unit 72 controls the motor 38 will be described with reference to FIG. 7. 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. 7. When the flowchart in FIG. 7 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 the first operation unit 52 has been operated. If the first operation unit 52 has not been operated, the control unit 72 ends the process. If the first operation unit 52 has been operated, the control unit 72 proceeds to step S42.

In step S42, the control unit 72 determines whether or not the predetermined second period T2 has elapsed. If the predetermined second period T2 has not elapsed, the control unit 72 executes the process of step S42 again. If the predetermined second period T2 has elapsed, the control unit 72 proceeds to step S43.

In step S43, the control unit 72 increases the assist level A and proceeds to step S44. In step S44 , the control unit 72 determines whether or not a predetermined first period T1 has elapsed. For example, in step S41, the control unit 72 determines that the predetermined first period T1 has elapsed if the first period T1 has elapsed since the first operating unit 52 was operated. If the predetermined first period T1 has elapsed, the control unit 72 proceeds to step S47. If the predetermined first period T1 has not elapsed, the control unit 72 proceeds to step S45.

In step S45, the control unit 72 determines whether the first operation unit 52 has been operated. If the first operation unit 52 has been operated, the control unit 72 proceeds to step S47. If the first operation unit 52 has not been operated, the control unit 72 proceeds to step S46.

In step S46, the control unit 72 determines whether the third operation unit 56 has been operated. If the third operation unit 56 has been operated, the control unit 72 proceeds to step S47. If the third operation unit 56 has not been operated, the control unit 72 proceeds to step S44.

In step S47, the control unit 72 reduces the assist level A and ends the process. For example, in step S47, the control unit 72 reduces the assist level A to the assist level A before increasing the assist level A in step S43.

Steps S44, S45, and S46 may be interchanged. One or two of steps S44, S45, and S46 may be omitted, and steps S44, S45, S46, and S47 may be omitted. If only step S44 is omitted, the control unit 72 moves to step S45 when the process of step S43 is completed. If steps S44 and S45 are omitted, the control unit 72 moves to step S46 when the process of step S43 is completed. If steps S44 and S46 are omitted, the control unit 72 moves to step S45 when the process of step S43 is completed, and if the determination in step S45 is NO, repeats step S45.

If only step S45 is omitted, the control unit 72 proceeds to step S46 if the determination in step S44 is NO. If steps S45 and S46 are omitted, the control unit 72 proceeds to step S47 if the determination in step S44 is NO. If only step S46 is omitted, the control unit 72 proceeds to step S47 if the determination in step S45 is NO. If steps S45 and S46 are omitted, the control unit 72 repeats the processing of step S44 if the determination in step S44 is NO.

Third Embodiment
The control device 70 of the third embodiment will be described with reference to Figures 2, 7, and 8. The control device 70 of the third embodiment includes the same configuration as the control device 70 of the first and second embodiments, except that the control device 70 of the third embodiment executes the process of the flowchart of Figure 8. Therefore, the configurations of the control device 70 of the third embodiment that are common to the first and second embodiments are denoted by the same reference numerals as the first and second embodiments, and duplicated descriptions will be omitted.

In the third embodiment, the control unit 72 is configured to be able to change the predetermined second period T2. Preferably, the predetermined second period T2 when the first operation unit 52 is operated by the first operation method is different from the predetermined second period T2 when the first operation unit 52 is operated by the second operation method different from the first operation method.

For example, one of the first operation method and the second operation method is a pressing operation for less than a predetermined time, and the other of the first operation method and the second operation method is a pressing operation for a predetermined time or more. For example, one of the first operation method and the second operation method may be a single pressing operation in a predetermined third period T3, and the other of the first operation method and the second operation method may be multiple pressing operations in a predetermined third period T3.

The process in which the control unit 72 changes the assist level A of the motor 38 will be described with reference to Figures 7 and 8. For example, when power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S41 in the flowchart shown in Figure 7. If the determination in step S41 in Figure 7 is YES, the control unit 72 proceeds to step S51 in Figure 8. In step S51, the control unit 72 determines whether the first operating unit 52 has been operated by the first operating method. If the first operating unit 52 has been operated by the first operating method, the control unit 72 proceeds to step S52.

In step S52, the control unit 72 determines whether the second period T21 has elapsed. If the second period T21 has not elapsed, the control unit 72 executes the process of step S52 again. If the second period T21 has elapsed, the control unit 72 proceeds to step S43 in FIG. 7.

If the first operation unit 52 has not been operated by the first operation method in step S51, the control unit 72 proceeds to step S53. In step S53, the control unit 72 determines whether the first operation unit 52 has been operated by the second operation method. If the first operation unit 52 has not been operated by the second operation method, the control unit 72 proceeds to step S43 in FIG. 7. If the first operation unit 52 has been operated by the second operation method, the control unit 72 proceeds to step S54.

In step S54, the control unit 72 determines whether the second period T22 has elapsed. If the second period T22 has not elapsed, the control unit 72 executes the process of step S54 again. If the second period T22 has elapsed, the control unit 72 proceeds to step S43 in FIG. 7. For example, the second period T22 is a period longer than the second period T21. For example, the second period T22 is a period that is 1.5 times or more and 5 times or less than the second period T21. Information regarding the first operation method, information regarding the second operation method, information regarding the second period T21, and information regarding the second period T22 are stored in the storage unit 74.

The control unit 72 may be configured to be able to change at least one of the information on the first operation method, the information on the second operation method, the information on the second period T21, and the information on the second period T22. For example, the control unit 72 changes at least one of the information on the first operation method, the information on the second operation method, the information on the second period T21, and the information on the second period T22 in response to an operation on at least one of the operation unit of the external device and the operation unit provided on the human-powered vehicle 10. At least one of the information on the first operation method, the information on the second operation method, the information on the second period T21, and the information on the second period T22 is stored, for example, in the storage unit 74. When the control unit 72 changes at least one of the information on the first operation method, the information on the second operation method, the information on the second period T21, and the information on the second period T22, for example, the control unit 72 updates at least one of the information on the first operation method, the information on the second operation method, the information on the second period T21, and the information on the second period T22 stored in the storage unit 74.

Fourth Embodiment
The control device 70 of the fourth embodiment will be described with reference to Figures 9 and 10. The control device 70 of the fourth embodiment includes the same configuration as that of the first embodiment, except that the control device 70 executes the process of the flowchart of Figure 10 instead of the flowchart of Figure 4. Therefore, the configurations of the control device 70 of the fourth embodiment that are common to the first, second, and third embodiments are denoted by the same reference numerals as those of the first, second, and third embodiments, and duplicated descriptions will be omitted.

The human-powered vehicle 10 of the fourth embodiment includes a transmission 80. The control unit 72 is configured to control the transmission 80. The transmission 80 is provided in a transmission path of the human-powered driving force H, and has a transmission ratio R. The transmission ratio R has an input section to which the human-powered driving force H is input, and an output section to which the human-powered driving force H is output. The transmission ratio R is represented by the ratio of the rotation speed V2 of the output section of the transmission 80 to the rotation speed V1 of the input section of the transmission 80. The transmission ratio R is represented by Equation 1. When the rotation speed V1 of the input section is constant, as the transmission ratio R increases, the rotation speed V2 of the output section increases, and therefore the rotation speed of the wheels 14 increases.
Formula 1... Gear ratio R = rotation speed V2 / rotation speed V1

Preferably, the transmission 80 has a derailleur 80A as shown in FIG. 1 and a plurality of sprockets 80B as shown in FIG. 1. When the derailleur 80A is a rear derailleur, the second rotating body 26 includes a plurality of sprockets 80B. When the derailleur 80A is a front derailleur, the first rotating body 24 includes a plurality of sprockets 80B. When the transmission 80 includes the derailleur 80A, the input portion of the transmission 80 corresponds to the first rotating body 24. When the transmission 80 includes the derailleur 80A, the output portion of the transmission 80 corresponds to the second rotating body 26.

The gear shifting device 80 may include an internal gear shifter. The internal gear shifter is provided, for example, in the hub of the rear wheel 14A. Preferably, the gear shifting device 80 includes an electric actuator. The electric actuator is provided, for example, in the derailleur 80A and operates the derailleur 80A. The electric actuator may operate the derailleur 80A or the internal gear shifter via a Bowden cable. The electric actuator of the gear shifting device 80 is connected to the control unit 72 via a wireless communication device or an electric cable. The electric actuator of the gear shifting device 80 may be supplied with power from the battery 36, or may be supplied with power from a power source independent of the battery 36.

When the first operating unit 52 is operated to increase the assist level A, the control unit 72 controls the transmission 80 to decrease the gear ratio R of the transmission 80. Preferably, the control unit 72 controls the transmission 80 to decrease the gear ratio R after a predetermined first period T1 has elapsed.

Preferably, the control unit 72 suppresses the shifting operation of the transmission 80 within a predetermined first period T1. Preferably, the control unit 72 controls the transmission 80 to suppress an increase in the gear ratio R within the predetermined first period T1. Preferably, the control unit 72 controls the transmission 80 to not suppress a decrease in the gear ratio R within the predetermined first period T1.

Preferably, the control unit 72 controls the transmission 80 in accordance with a parameter related to the load of the rider of the human-powered vehicle 10. For example, the control unit 72 controls the transmission 80 to change the gear ratio R when the parameter related to the rider's load goes from within a predetermined range to outside the predetermined range. The control unit 72 suppresses the gear shifting operation of the transmission 80 , for example, by changing the predetermined range. The parameter related to the rider's load includes, for example, a parameter related to the human-powered driving force. The parameter related to the rider's load may include, for example, a parameter related to the rider's heart rate.

With reference to Fig. 10, a process of switching the control state in which the control unit 72 controls the motor 38 and the transmission 80 will be described. 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. 10. When the flowchart of Fig. 10 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 first operation unit 52 has been operated. If the first operation unit 52 has not been operated, the control unit 72 ends the process. If the first operation unit 52 has been operated, the control unit 72 proceeds to step S62.

In step S62, the control unit 72 controls the transmission 80 to increase the assist level A and decrease the gear ratio R, and then proceeds to step S63. In step S63, the control unit 72 inhibits the gear shifting operation of the transmission 80, and then proceeds to step S64.

In step S64, the control unit 72 determines whether or not a predetermined first period T1 has elapsed. For example, in step S61, the control unit 72 determines that the predetermined first period T1 has elapsed if the first period T1 has elapsed since the first operating unit 52 was operated. If the predetermined first period T1 has elapsed, the control unit 72 proceeds to step S67. If the predetermined first period T1 has not elapsed, the control unit 72 proceeds to step S65.

In step S65, the control unit 72 determines whether the first operation unit 52 has been operated. If the first operation unit 52 has been operated, the control unit 72 proceeds to step S67. If the first operation unit 52 has not been operated, the control unit 72 proceeds to step S66.

In step S66, the control unit 72 determines whether the third operation unit 56 has been operated. If the third operation unit 56 has been operated, the control unit 72 proceeds to step S67. If the third operation unit 56 has not been operated, the control unit 72 proceeds to step S63.

In step S67, the control unit 72 controls the transmission 80 to reduce the assist level A and reduce the gear ratio R, and ends the process. For example, in step S67, the control unit 72 reduces the assist level A to the assist level A before increasing the assist level A in step S62.

Steps S63 to S67 may be omitted. Only step S63 may be omitted . Step S62 may be replaced with step S43 in Fig. 7, and step S67 may be replaced with step S47 in Fig. 7.

The order of steps S64, S65, and S66 may be interchanged. One or two of steps S64, S65, and S66 may be omitted. If only step S64 is omitted, the control unit 72 moves to step S65 when the process of step S63 is completed. If steps S64 and S65 are omitted, the control unit 72 moves to step S66 when the process of step S63 is completed. If steps S64 and S66 are omitted, the control unit 72 moves to step S65 when the process of step S63 is completed, and if the determination in step S65 is NO, repeats step S65.

If only step S65 is omitted, the control unit 72 proceeds to step S66 if the determination in step S64 is NO. If steps S65 and S66 are omitted, the control unit 72 proceeds to step S67 if the determination in step S64 is NO. If only step S66 is omitted, the control unit 72 proceeds to step S67 if the determination in step S65 is NO. If steps S65 and S66 are omitted, the control unit 72 repeats the processing of step S64 if the determination in step S64 is NO.

Step S62 may be replaced with step S43 in FIG. 7, and step S67 may be replaced with step S47 in FIG. 7.

Fifth Embodiment
The control device 70 of the fifth embodiment will be described with reference to Figures 4, 11, and 12. The control device 70 of the fifth embodiment includes the same configuration as that of the first embodiment, except that the control device 70 executes the processes of the flowcharts of Figures 4 and 12. Therefore, the configurations of the control device 70 of the fifth embodiment that are common to the first, second, third, and fourth embodiments are given the same reference numerals as those of the first, second, third, and fourth embodiments, and duplicated descriptions will be omitted.

The human-powered vehicle 10 of the fifth embodiment includes a suspension 82. The suspension 82 includes at least one of a front suspension 82A and a rear suspension 82B. The suspension 82 includes an electric actuator. The electric actuator of the suspension 82 is connected to the control unit 72 via a wireless communication device or an electric cable. The suspension 82 is configured so that the control parameters can be changed by controlling the electric actuator. The control parameters include, for example, at least one of the stiffness of the suspension 82 and the length of the suspension 82. The stiffness of the suspension 82 corresponds to the damping force. The length of the suspension 82 corresponds to the initial length in an unloaded state.

The control unit 72 is configured to control the suspension 82 provided on the human-powered vehicle 10. When the first operating unit 52 is operated to increase the assist level A by the motor 38, the control unit 72 changes the control parameters of the suspension 82.

For example, when the first operating unit 52 is operated to increase the assist level A by the motor 38, the control unit 72 changes the control parameters so that the stiffness of the suspension 82 becomes stiffer. For example, when the first operating unit 52 is operated to increase the assist level A by the motor 38, the control unit 72 changes the control parameters so that the initial length of the front suspension 82A becomes shorter and the initial length of the rear suspension 82B becomes longer.

The process in which the control unit 72 controls the motor 38 and the suspension 82 will be described with reference to Figures 4 and 12. 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 Figure 4. When the flowcharts of Figures 4 and 12 end, the control unit 72 repeats the process from step S11 after a predetermined period, for example, until the supply of power is stopped.

If the determination in step S11 in FIG. 4 is YES, the control unit 72 proceeds to step S71 in FIG. 12. In step S71, the control unit 72 increases the assist level A, changes the control parameters of the suspension 82, and proceeds to step S13 in FIG. 4.

<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.

- When the human-powered vehicle 10 is being propelled by the human-powered driving force H, the control unit 72 causes the motor 38 to output an assist force, and is configured to be able to change the assist level A by the motor 38. When the first operating unit 52, which is configured to be operated by a user, is operated, the control unit 72 controls the motor 38 to increase the assist level A, and is configured to be able to change the rate at which the assist level A increases. Other configurations may be omitted.

- The control unit 72 is configured to be able to change the assist level A by the motor 38, is configured to be able to control the motor 38 so as to increase the assist level A by operating the first operating unit 52, and is configured to start increasing the assist level A when a predetermined second period T2 has elapsed since the first operating unit 52 was operated. Other configurations may be omitted.

- The control unit 72 is configured to be able to change the assist level A provided by the motor 38, and when the first operating unit 52, which is configured to be operated by a user, is operated, the control unit 72 controls the motor 38 to increase the assist level A provided by the motor 38, and controls the transmission 80 to decrease the gear ratio R of the transmission 80. Other configurations may be omitted.

The fifth operation unit 60 may be provided integrally with the first operation unit 52. In this case, the magnitude of the assist level A when the first operation unit 52 is operated may be varied depending on the operation method for the first operation unit 52.

- In the fourth embodiment, the control unit 72 may start increasing the assist level A when a predetermined second period T2 has elapsed since the first operating unit 52 was operated. In this case, for example, if the determination in step S61 of FIG. 10 is YES, the control unit 72 proceeds to step S42 of FIG. 7. If the determination in step S42 is NO, the control unit 72 executes the process of step S42 again. If the determination in step S42 is YES, the control unit 72 proceeds to step S62 of FIG. 10.

- In the fourth embodiment, the control unit 72 may be configured to start increasing the assist level A when a predetermined second period T2 has elapsed since the first operating unit 52 was operated, and to be able to change the predetermined second period T2. In this case, for example, if the determination in step S61 of FIG. 10 is YES, the control unit 72 proceeds to step S51 of FIG. 8. If the determination in step S52 of FIG. 8 is YES, or if the determination in step S54 of FIG. 8 is YES, the control unit 72 proceeds to step S62 of FIG. 10.

In the fourth embodiment, when the first operating unit 52 is operated to increase the assist level A by the motor 38, the control unit 72 may change the control parameters of the suspension 82. In this case, for example, when the determination in step S61 of Fig. 10 is YES, the control unit 72 executes the process of step S62, changes the control parameters of the suspension 82, and proceeds to step S63. In this case, the control unit 72 changes the control parameters of the suspension 82 in the same way as in the case of the process of step S71 of Fig. 12.

- In the fourth embodiment, the control unit 72 may start increasing the assist level A when a predetermined second period T2 has elapsed since the first operating unit 52 was operated, and may change the control parameters of the suspension 82 when the first operating unit 52 is operated to increase the assist level A by the motor 38. In this case, for example, if the determination in step S61 of FIG. 10 is YES, the control unit 72 proceeds to step S42 of FIG. 7. If the determination in step S42 is NO, the control unit 72 executes the process of step S42 again. If the determination in step S42 is YES, the control unit 72 executes the process of step S62, changes the control parameters of the suspension 82, and proceeds to step S63.

- In the fourth embodiment, the control unit 72 may be configured to start increasing the assist level A when a predetermined second period T2 has elapsed since the first operating unit 52 was operated, and to change the control parameters of the suspension 82 and change the predetermined second period T2 when the first operating unit 52 is operated to increase the assist level A by the motor 38. In this case, for example, if the determination in step S61 of FIG. 10 is YES, the control unit 72 proceeds to step S51 of FIG. 8. If the determination in step S52 of FIG. 8 is YES, the control unit 72 executes the process of step S62, changes the control parameters of the suspension 82, and proceeds to step S63. If the determination in step S54 of FIG. 8 is YES, the control unit 72 executes the process of step S62, changes the control parameters of the suspension 82, and proceeds to step S63.

In the second embodiment, when a predetermined second period T2 has elapsed since the first operating unit 52 was operated, the control unit 72 may start increasing the assist level A and change the control parameters of the suspension 82. In this case, the control unit 72 executes, for example, the process of step S71 in Fig. 12 instead of the process of step S43 in Fig. 7 .

In the third embodiment, the control unit 72 may be configured to start increasing the assist level A, change the control parameters of the suspension 82, and change the predetermined second period T2 when a predetermined second period T2 has elapsed since the first operating unit 52 was operated. In this case , the control unit 72 executes, for example, the process of step S71 in FIG. 12 instead of the process of step S43 in FIG. 7.

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, 52...first operating section, 54...second operating section, 56...third operating section, 58...fourth operating section, 60...fifth operating section, 70...control device, 72...control section, 80...transmission device, 82...suspension.

Claims (20)

A control device for a human-powered vehicle,
a control unit that controls a motor that imparts a propulsive force to the human-powered vehicle and a transmission of the human-powered vehicle;
The control unit is
The assist level by the motor is changeable,
configured to control the motor so as to increase the assist level by the motor and to control the transmission so as to reduce a gear ratio of the transmission when a first operation unit configured to be operated by a user is operated;
The motor is controlled so as to decrease the assist level when a predetermined first period has elapsed in a state in which the assist level has been increased,
A control device configured to be able to change the predetermined first period. The control device according to claim 1 , wherein the control unit is configured to be operated by a user and changes the predetermined first period in response to an operation of a second operation unit different from the first operation unit. 3. The control device according to claim 1, wherein when the first operating unit is operated within the predetermined first period in a state in which the first operating unit is operated and the assist level is increased, the control unit controls the motor to decrease the assist level. 4. The control device according to claim 1, wherein when the first operating unit is operated and the assist level is increased, the control unit controls the motor to decrease the assist level when a third operating unit different from the first operating unit is operated within the predetermined first period. The control device according to claim 1 , wherein the control unit is configured to be able to change a rate at which the assist level is increased. A control device for a human-powered vehicle,
a control unit that controls a motor that imparts a propulsive force to the human-powered vehicle and a transmission of the human-powered vehicle;
The control unit is
a power assist device configured to cause the motor to output an assist force and to change an assist level by the motor when the human-powered vehicle is propelled by a human-powered driving force;
When a first operation unit configured to be operated by a user is operated, the motor is controlled to increase the assist level, and the transmission is controlled to decrease a gear ratio of the transmission;
A control device configured to be able to change the rate at which the assist level is increased. The control device according to claim 5 or 6, wherein the control unit changes a rate of increase in the assist level in response to operation of a fourth operation unit configured to be operated by a user and different from the first operation unit. The control device according to claim 1 , wherein the control unit starts increasing the assist level when a predetermined second period has elapsed since the first operation unit was operated. A control device for a human-powered vehicle,
a control unit that controls a motor that imparts a propulsive force to the human-powered vehicle and a transmission of the human-powered vehicle;
The control unit is
The assist level by the motor is changeable,
The motor is configured to be controllable so as to increase the assist level by an operation of a first operating unit, and the transmission is configured to control the transmission so as to reduce a gear ratio of the transmission,
The control device starts increasing the assist level when a predetermined second period has elapsed since the first operating unit was operated. The control device according to claim 8 , wherein the control unit is configured to be able to change the second predetermined period. The control device according to claim 10, wherein the predetermined second period when the first operating unit is operated by a first operating method is different from the predetermined second period when the first operating unit is operated by a second operating method different from the first operating method. A control device for a human-powered vehicle,
a control unit that controls a motor that imparts a propulsive force to the human-powered vehicle and a transmission of the human-powered vehicle;
The control unit is
The assist level by the motor is changeable,
A control device configured to control the motor to increase the assist level by the motor and to control the transmission to reduce a gear ratio of the transmission when a first operating unit configured to be operated by a user is operated. The control device according to claim 12 , wherein the control unit is configured to control the motor to decrease the assist level when a predetermined first period has elapsed in a state in which the assist level has been increased. The control device according to claim 13 , wherein the control unit suppresses a gear shifting operation of the gear shift device during the first predetermined period. The control device according to claim 14 , wherein the control unit controls the transmission so as to suppress an increase in the gear ratio within the first predetermined period. The control device according to claim 13 , wherein the control unit controls the transmission to reduce the gear ratio when the first predetermined period has elapsed. The control device according to any one of claims 1 to 16 , wherein the control unit controls the transmission in response to a parameter related to a load of a rider of the human-powered vehicle. 18. The control device according to claim 1, wherein the assist level includes at least one of a ratio of the output of the motor to a human-powered driving force input to the human-powered vehicle, a maximum value of the output of the motor, and a suppression level of the output fluctuation of the motor when the output of the motor decreases . When a fifth operation unit, which is different from the first operation unit and is configured to be operated by a user, is operated, the control unit controls the motor to increase the assist level;
The control device according to claim 1 , wherein the assist level increases more when the first operating unit is operated than when the fifth operating unit is operated. The control unit is
A suspension provided on the human-powered vehicle is controlled.
The control device according to claim 1 , further comprising: a control parameter of the suspension being changed when the first operation unit is operated to increase the level of assistance by the motor.