JP7689893B2 - 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 reduces the output of the motor that provides propulsive force to the human-powered vehicle when changing the gear ratio.

JP 2014-151745 A

One of the objectives of this disclosure is to provide a control device for a human-powered vehicle that can optimally control the motor when changing the gear ratio.

A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle including a motor that provides propulsive force to the human-powered vehicle, and a transmission that changes a gear ratio, which is the ratio of the rotational speed of the wheels of the human-powered vehicle to the rotational speed of the crank of the human-powered vehicle, and is equipped with a control unit configured to control the motor, and the control unit is configured to control the motor so as to reduce the assist level provided by the motor in accordance with the pavement condition of the road on which the human-powered vehicle is traveling when the gear ratio is changed.
According to the control device of the first aspect, when the gear ratio is changed, the motor is controlled to reduce the assist level in accordance with the pavement condition of the road on which the human-powered vehicle is traveling, so that the motor can be controlled appropriately when the gear ratio is changed.

In the control device of the second aspect according to the first aspect of the present disclosure, the control unit is configured to control the motor so that the amount of decrease in the assist level when the gear ratio is changed on a paved road is different from the amount of decrease in the assist level when the gear ratio is changed on an unpaved road.
According to the control device of the second aspect, the amount of reduction in the assist level when the gear ratio is changed can be set to an amount of reduction in the assist level that is suitable for both paved roads and unpaved roads.

In the control device of the third aspect according to the first aspect of the present disclosure, the control unit is configured to control the motor so that the amount of decrease in the assist level when the gear ratio is changed on a paved road is greater than or equal to the amount of decrease in the assist level when the gear ratio is changed on an unpaved road.
According to the control device of the third aspect, the motor can be controlled so that the amount of reduction in the assist level when the gear ratio is changed on a paved road is equal to or greater than the amount of reduction in the assist level when the gear ratio is changed on an unpaved road, thereby suppressing an increase in the rider's load on unpaved roads where the rider's load is likely to increase.

In the control device of a fourth aspect according to the second or third aspect of the present disclosure, the control unit is configured to control the motor so that the amount of reduction in the assist level when the gear ratio is changed to decrease on the paved road is different from the amount of reduction in the assist level when the gear ratio is changed to increase on the paved road.
According to the control device of the fourth aspect, the amount of reduction in the assist level when the gear ratio is changed on a paved road can be set to an amount of reduction in the assist level that is appropriate for each of the cases where the gear ratio is changed to decrease and where the gear ratio is changed to increase.

In the control device of the fifth aspect according to the fourth aspect of the present disclosure, the control unit is configured to control the motor so that the amount of decrease in the assist level when the gear ratio is changed to decrease on the paved road is greater than the amount of decrease in the assist level when the gear ratio is changed to increase on the paved road.
According to the control device of the fifth aspect, the motor can be controlled so that the amount of decrease in the assist level when the gear ratio is changed to decrease on a paved road is greater than the amount of decrease in the assist level when the gear ratio is changed to increase on a paved road.

In the control device of a sixth aspect according to any one of the second to fifth aspects of the present disclosure, the control unit is configured to control the motor so that the amount of decrease in the assist level when the gear ratio is changed to increase on the unpaved road is different from the amount of decrease in the assist level when the gear ratio is changed to decrease on the unpaved road.
According to the control device of the sixth aspect, the amount of reduction in the assist level when the gear ratio is changed on an unpaved road can be set to an amount of reduction in the assist level that is appropriate for each of the cases where the gear ratio is changed to decrease and where the gear ratio is changed to increase.

In the control device of the seventh aspect in accordance with the sixth aspect of the present disclosure, the control unit is configured to control the motor so that the amount of decrease in the assist level when the gear ratio is changed to increase on the unpaved road is greater than the amount of decrease in the assist level when the gear ratio is changed to decrease on the unpaved road.
According to the seventh aspect of the present invention, the motor can be controlled so that the amount of reduction in the assist level when the gear ratio is changed to increase on an unpaved road is greater than the amount of reduction in the assist level when the gear ratio is changed to decrease on an unpaved road. This makes it easier to shift gears when the rider's load is reduced by a reduction in the gear ratio. When the rider's load is increased by an increase in the gear ratio, the increase in the rider's load is suppressed.

In the control device of the eighth aspect according to any one of the second to seventh aspects of the present disclosure, the control unit is configured to control the motor to increase the assist level when a predetermined period of time has elapsed after reducing the assist level when the gear ratio is changed, and the predetermined period of time in the case of the paved road is longer than the predetermined period of time in the case of the unpaved road.
According to the control device of the eighth aspect, after the assist level is reduced when the gear ratio is changed, the reduced assist level can be maintained for a predetermined period that is longer on paved roads than on unpaved roads.

In the control device of a ninth aspect according to any one of the first to eighth aspects of the present disclosure, the human-powered vehicle further includes an imaging device, and the control unit is configured to determine the pavement condition of the road based on an image of the road acquired by the imaging device.
According to the control device of the ninth aspect, the motor can be suitably controlled when changing the gear ratio in response to the pavement condition determined from an image of the road.

In a control device according to a tenth aspect of the present disclosure, there is provided a control device for a human-powered vehicle, the human-powered vehicle including a motor that provides propulsive force to the human-powered vehicle, and a transmission that changes a gear ratio, which is the ratio of the rotational speed of the wheels of the human-powered vehicle to the rotational speed of the crank of the human-powered vehicle, and a control unit that controls the motor, the control unit being configured to control the motor in a first control state in which control is performed for traveling on paved roads and a second control state in which control is performed for traveling on unpaved roads, and being configured to control the motor so as to reduce an assist level provided by the motor when the gear ratio is changed, and the amount of reduction in the assist level when the gear ratio is changed in the first control state is different from the amount of reduction in the assist level when the gear ratio is changed in the second control state.
According to the control device of the tenth aspect, the amount of reduction in the assist level when the gear ratio is changed can be set to an amount of reduction in the assist level that is suitable for each of the first control state and the second control state.

In the control device of the eleventh aspect according to the tenth aspect of the present disclosure, the control unit is configured to control the motor so that the amount of reduction in the assist level when the gear ratio is changed in the first control state is greater than or equal to the amount of reduction in the assist level when the gear ratio is changed in the second control state.
According to the control device of the eleventh aspect, the motor can be controlled so that the amount of reduction in the motor assist level when the gear ratio is changed in the first control state is equal to or greater than the amount of reduction in the motor assist level when the gear ratio is changed in the second control state. This suppresses an increase in the rider's load in the second control state in which control is performed for traveling on unpaved roads where the rider's load is likely to be large.

In the control device of the twelfth aspect according to the tenth or eleventh aspect of the present disclosure, the control unit is configured to control the motor so that the amount of reduction in the assist level when the gear ratio is changed to decrease in the first control state is different from the amount of reduction in the assist level when the gear ratio is changed to increase in the first control state.
According to the control device of the twelfth aspect, the amount of reduction in the assist level when the gear ratio is changed in the first control state can be set to an amount of reduction in the assist level that is appropriate for each of the cases where the gear ratio is changed to decrease and where the gear ratio is changed to increase.

In the control device of the thirteenth aspect in accordance with the twelfth aspect of the present disclosure, the control unit is configured to control the motor so that the amount of reduction in the assist level when the gear ratio is changed to decrease in the first control state is greater than the amount of reduction in the assist level when the gear ratio is changed to increase in the first control state.
According to the control device of the thirteenth aspect, the motor can be controlled so that the amount of reduction in the assist level when the gear ratio is changed to decrease in the first control state is greater than the amount of reduction in the assist level when the gear ratio is changed to increase in the first control state. This makes it easier to shift gears when the rider's load decreases due to a decrease in the gear ratio. When the rider's load increases due to an increase in the gear ratio, an increase in the rider's load is suppressed.

In the control device of a fourteenth aspect according to any one of the tenth to thirteenth aspects of the present disclosure, the control unit is configured to control the motor so that the amount of reduction in the assist level when the gear ratio is changed to increase in the second control state is different from the amount of reduction in the assist level when the gear ratio is decreased in the second control state.
According to the control device of the fourteenth aspect, the amount of reduction in the assist level when the gear ratio is changed in the second control state can be set to an amount of reduction in the assist level that is appropriate for each of the cases where the gear ratio is changed to decrease and where the gear ratio is changed to increase.

In the control device of the fifteenth aspect according to the fourteenth aspect of the present disclosure, the control unit is configured to control the motor so that the amount of reduction in the assist level when the gear ratio is changed to increase in the second control state is greater than the amount of reduction in the assist level when the gear ratio is decreased in the second control state.
According to the control device of the fifteenth aspect, the motor can be controlled so that the amount of reduction in the assist level when the gear ratio is changed to increase in the second control state is greater than the amount of reduction in the assist level when the gear ratio is decreased in the second control state. This makes it easier to shift gears when the rider's load is reduced by a decrease in the gear ratio. When the rider's load is increased by an increase in the gear ratio, an increase in the rider's load is suppressed.

In the control device of aspect 16, which corresponds to any one of aspects 10 to 15 of the present disclosure, the control unit is configured to control the motor to increase the assist level after a predetermined period of time has elapsed after lowering the assist level when the gear ratio is changed, and the predetermined period when the control state is the first control state is longer than the predetermined period when the control state is the second control state.
According to the control device of the sixteenth aspect, after the assist level is reduced when the gear ratio is changed, the reduced assist level can be maintained for a longer predetermined period when the control state is the first control state than when the control state is the second control state.

In the control device of aspect 17 according to any one of aspects 10 to 16 of the present disclosure, the human-powered vehicle further includes an imaging device, and the control unit is configured to switch between the first control state and the second control state depending on an image of the road along which the human-powered vehicle is traveling acquired by the imaging device.
According to the control device of the seventeenth aspect, the control state can be suitably switched between the first control state and the second control state based on the image of the road.

In the control device of aspect 18 according to the eighth or sixteenth aspect of the present disclosure, the specified period includes a period until the amount of rotation of the wheels of the human-powered vehicle reaches a specified amount of rotation, and the specified amount of rotation is greater than or equal to 30 degrees and less than 460 degrees.
According to the control device of the eighteenth aspect, when the gear ratio is changed, the reduced assist level can be maintained for a period until the amount of rotation of the wheels of the human-powered vehicle becomes greater than 30 degrees and less than 460 degrees.

In the control device of aspect 19 according to any one of aspects 1 to 18 of the present disclosure, the control unit is configured to control the motor so that, when the gear ratio is equal to or greater than a predetermined gear ratio and the gear ratio is changed, the amount of decrease in the assist level is greater than when the gear ratio is less than the predetermined gear ratio and the gear ratio is changed.
According to the control device of the 19th aspect, when the gear ratio is equal to or greater than a predetermined gear ratio and the gear ratio is changed, the motor can be controlled to increase the amount of reduction in the assist level compared to when the gear ratio is less than the predetermined gear ratio and the gear ratio is changed.

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 the ratio of the assist force by the motor to the manual driving force, an upper limit value of the output of the motor, a regulation level of the change in the output of the motor when the manual driving force decreases, the increase rate of the output of the motor when the manual driving force increases, and the output of the motor.
According to the control device of the 20th aspect, at least one of the ratio of the motor assist force to the manual driving force, the upper limit of the motor output, the regulation level of the motor output change when the manual driving force decreases , and the increase rate of the motor output when the manual driving force increases can be made to vary depending on the pavement condition of the road and the control state of the control unit.

In the control device of a twenty-first aspect according to the first to twentieth aspects of the present disclosure, the control unit is configured to control the motor to gradually decrease the assist level when the gear ratio is changed.
According to the control device of the twenty-first aspect, the motor is controlled so as to gradually reduce the assist level, so that the rider is less likely to feel uncomfortable due to a sudden decrease in the assist level.

In the control device of a twenty-second aspect according to any one of the first to twenty-first aspects of the present disclosure, the transmission is operated by an electric actuator, and the control unit is configured to control the transmission.
According to the control device of the twenty-second aspect, the gear ratio can be changed by a transmission operated by an electric actuator.

In the control device of a twenty-third aspect according to a twenty-second aspect of the present disclosure, the control unit is configured to control the transmission to start a gear shifting operation of the transmission after reducing the assist level.
According to the control device of the twenty-third aspect, the gear shifting operation of the transmission is started after the assist level of the motor is reduced, making gear shifting easier.

In the control device of the 24th aspect according to the 22nd or 23rd aspect of the present disclosure, when the gear ratio is changed, the control unit starts reducing the assist level when the crank angle falls within a predetermined range.
According to the control device of the twenty-fourth aspect, the reduction in the assist level can be started at a crank angle suitable for changing the gear ratio.

In the control device of aspect 25 according to any one of aspects 1 to 24 of the present disclosure, the transmission has a derailleur and a plurality of sprockets having a rotational axis and arranged in a direction in which the rotational axis extends, and the control unit is configured to control the motor to reduce the assist level at least while the plurality of sprockets rotate a predetermined angle when the gear ratio of the transmission is changed.
According to the control device of the twenty-fifth aspect, when the gear ratio of the transmission is changed, the motor can be controlled to reduce the assist level at least while the plurality of sprockets rotate through a predetermined angle.

In the control device of a twenty-sixth aspect according to any one of the first to twenty-fifth aspects of the present disclosure, the control unit is configured to start reducing the assist level depending on a state of a shifting operation of the transmission.
According to the control device of the twenty- sixth aspect, the reduction of the assist level can be started depending on the state of the shifting operation of the transmission.

The control device for a human-powered vehicle disclosed herein can optimally control the motor when changing the gear ratio.

1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment. FIG. 2 is a block diagram showing the electrical configuration of the control device for the human-powered vehicle and components for the human-powered vehicle shown in FIG. 1 . FIG. 3 is a schematic diagram of a learning model included in the artificial intelligence processing unit of FIG. 2 . 3 is a flowchart showing a first part of a process for controlling a transmission and a motor, which is executed by the control unit of FIG. 2 . 3 is a flowchart showing a second part of the process for controlling the transmission and the motor, which is executed by the control unit of FIG. 2 . 10 is a flowchart showing a first part of a process for controlling a transmission and a motor, which is executed by a control unit according to a second embodiment; 10 is a flowchart showing a second part of the process for controlling the transmission and the motor, which is executed by the control unit in the second embodiment; 13 is a flowchart showing a process for controlling a transmission and a motor executed by a control unit according to a third embodiment. 13 is a flowchart showing a first part of a process for controlling a transmission and a motor, which is executed by a control unit according to a fourth embodiment. 13 is a flowchart showing a second part of the process for controlling the transmission and the motor, which is executed by the control unit in the fourth embodiment.

First Embodiment
A control device 70 for a human-powered vehicle will be described with reference to Figs. 1 to 5. A human-powered vehicle is a vehicle that has at least one wheel and can be driven at least by human-powered driving force. Human-powered vehicles include various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbents. The number of wheels that a human-powered vehicle has is not limited. Human-powered vehicles also include, for example, one-wheeled vehicles and vehicles with two or more wheels. Human-powered vehicles are not limited to vehicles that can be driven only by human-powered driving force. Human-powered vehicles include E-bikes that use not only human-powered driving force but also the driving force of an electric motor for propulsion. E-bikes include electrically assisted bicycles whose propulsion is assisted by an electric motor. In the following embodiments, a human-powered vehicle will be described as an electrically assisted bicycle whose propulsion is assisted by an electric motor.

In this specification, the following directional terms "front," "rear," "forward," "backward," "left," "right," "sideways," "upward," and "downward," as well as any other similar directional terms, refer to those directions determined with respect to the rider facing the handlebars in a reference position on the human-powered vehicle (e.g., on the saddle or seat).

The human-powered vehicle 10 includes a body 12, a crank 14, and at least one wheel 16. The body 12 includes a frame 18. The crank 14 includes a crankshaft 20, a crank arm 22, and a pedal 24. The crankshaft 20 is mounted on the frame 18 so as to be rotatable relative to the frame 18. A crank arm 22 is provided on each end of the crankshaft 20. One end of the crank arm 22 is connected to each end of the crankshaft 20. The pedal 24 is connected to the other end of the crank arm 22. When human-powered driving force is input to the pedal 24, the crank 14 rotates.

The at least one wheel 16 includes a front wheel 16F and a rear wheel 16R. The front wheel 16F and the rear wheel 16R are each supported by the frame 18. In this embodiment, the rear wheel 16R is connected to the crank 14 by a drive mechanism 26. For example, the rear wheel 16R is driven by the rotation of the crank 14.

The drive mechanism 26 includes a first rotating body 28, a second rotating body 30, and a connecting member 32. For example, the first rotating body 28 includes a front sprocket. For example, the first rotating body 28 may include a pulley or a bevel gear. The first rotating body 28 may be connected to the crankshaft 20 so as to rotate together with it, or may be connected via a first one-way clutch. The first one-way clutch rotates the first rotating body 28 forward when the crank 14 is rotated in the direction in which the human-powered vehicle 10 moves forward. The first one-way clutch is configured to allow relative rotation between the crank 14 and the first rotating body 28 when the crank 14 is rotated in the direction opposite to the direction in which the human-powered vehicle 10 moves forward. The first one-way clutch includes, for example, at least one of a roller clutch, a sprag clutch, and a claw clutch.

The second rotating body 30 is connected to the rear wheel 16R. For example, the second rotating body 30 includes a rear sprocket. The second rotating body 30 may include a pulley or a bevel gear. For example, a second one-way clutch is provided between the second rotating body 30 and the rear wheel 16R. The second one-way clutch rotates the rear wheel 16R forward when the second rotating body 30 is rotated in the forward direction of the human-powered vehicle 10. The second one-way clutch is configured to allow relative rotation between the second rotating body 30 and the rear wheel 16R when the second rotating body 30 is rotated in the opposite direction to the forward direction of the human-powered vehicle 10. The connecting member 32 engages with the first rotating body 28 and the second rotating body 30 and transmits the rotational force of the first rotating body 28 to the second rotating body 30. The second one-way clutch includes, for example, at least one of a roller clutch, a sprag clutch, and a claw clutch. The connecting member 32 includes, for example, a chain, a belt, or a shaft.

In this embodiment, the first rotating body 28 and the crankshaft 20 are arranged coaxially. The first rotating body 28 and the crankshaft 20 do not have to be arranged coaxially. If the first rotating body 28 and the crankshaft 20 are not arranged coaxially, the first rotating body 28 and the crankshaft 20 are connected to each other via a first transmission mechanism. The first transmission mechanism includes at least one of a gear, a pulley, a chain, a shaft, and a belt. In this embodiment, the second rotating body 30 and the rear wheel 16R are arranged coaxially. The second rotating body 30 and the rear wheel 16R do not have to be arranged coaxially. If the second rotating body 30 and the rear wheel 16R are not arranged coaxially, the second rotating body 30 and the rear wheel 16R are connected to each other via a second transmission mechanism. The second transmission mechanism includes at least one of a gear, a pulley, a chain, a shaft, and a belt.

A front fork 34 is attached to the frame 18. A front wheel 16F is attached to the front fork 34. A stem 36 is attached to the front fork 34. A handlebar 38 is connected to the stem 36. In this embodiment, the rear wheel 16R is connected to the crank 14 by the drive mechanism 26, but at least one of the rear wheel 16R and the front wheel 16F may be connected to the crank 14 by the drive mechanism 26.

The human-powered vehicle 10 includes a motor 40 and a transmission 42. The motor 40 provides propulsive force to the human-powered vehicle 10. The transmission 42 changes the gear ratio R, which is the ratio of the rotational speed W of the wheels 16 of the human-powered vehicle 10 to the rotational speed C of the crank 14 of the human-powered vehicle 10.

The motor 40 includes one or more electric motors. The electric motor included in the motor 40 is, for example, a brushless motor. The motor 40 is provided on the frame 18 of the human-powered vehicle 10. The motor 40 is configured to drive the connecting member 32. For example, the motor 40 drives the connecting member 32 via the first rotating body 28. For example, the motor 40 is configured to impart a propulsive force to the human-powered vehicle 10 in response to the human-powered driving force input to the crank 14. For example, the motor 40 is configured to transmit an assist force to the power transmission path of the human-powered driving force from the pedal 24 to the rear wheel 16R. For example, the motor 40 is configured to transmit a rotational force to the first rotating body 28.

The human-powered vehicle 10 further includes a housing in which the motor 40 is housed. The housing is attached to the frame 18. The motor 40 and the housing constitute a drive unit 44. The housing rotatably supports the crankshaft 20. For example, the motor 40 may be configured to transmit rotational force directly to the connecting member 32. For example, in this case, a sprocket that engages with the connecting member 32 is provided on the output shaft of the motor 40 or on a transmission member to which the force of the output shaft of the motor 40 is transmitted.

A reducer may be provided between the motor 40 and the power transmission path of the human-powered driving force. The reducer may be configured to include, for example, a plurality of gears. For example, a third one-way clutch may be provided between the motor 40 and the power transmission path of the human-powered driving force. For example, the third one-way clutch is configured to suppress the transmission of the rotational force of the crank 14 to the motor 40 when the crank 14 is rotated in the direction in which the human-powered vehicle 10 moves forward. The third one-way clutch includes, for example, at least one of a roller clutch, a sprag clutch, and a claw clutch.

The drive unit 44 includes an output section. The output section is connected to, for example, the crankshaft 20 and a reducer. The manual driving force input to the crank 14 and the rotational force of the motor 40 are input to the output section. The first rotating body 28 is connected to the output section so as to rotate integrally with the output section.

For example, the transmission 42 has a derailleur 46 and a plurality of sprockets 48 that have a rotation axis SC and are aligned in the direction in which the rotation axis SC extends. The transmission 42 may be an internal transmission. The derailleur 46 is configured to change the gear ratio R, which is the ratio of the rotation speed W of the wheels 16 of the human-powered vehicle 10 to the rotation speed C of the crank 14 of the human-powered vehicle 10. The relationship between the gear ratio R, the rotation speed W, and the rotation speed C is expressed by equation (1).
Equation (1): Gear ratio R = rotation speed W / rotation speed C

For example, the derailleur 46 includes at least one of a front derailleur and a rear derailleur. When the derailleur 46 includes a rear derailleur, the first rotating body 28 includes at least one sprocket. When the derailleur 46 includes a rear derailleur, the second rotating body 30 includes a plurality of sprockets 48. When the derailleur 46 includes a rear derailleur, the connecting member 32 includes a chain. When the derailleur 46 includes a rear derailleur, the derailleur 46 moves a chain that engages with one of the plurality of sprockets 48 included in the second rotating body 30 to another one of the plurality of sprockets 48.

When the derailleur 46 includes a front derailleur, the first rotating body 28 includes a plurality of sprockets. When the derailleur 46 includes a front derailleur, the second rotating body 30 includes at least one sprocket. When the derailleur 46 includes a front derailleur, the connecting member 32 includes a chain. When the derailleur 46 includes a front derailleur, the derailleur 46 moves a chain engaged with one of the plurality of sprockets 48 included in the first rotating body 28 to another one of the plurality of sprockets 48. The derailleur 46 operates the connecting member 32 to change the engagement state between at least one of the first rotating body 28 and the second rotating body 30 and the connecting member 32, thereby changing the gear ratio R.

For example, the derailleur 46 can change the gear ratio R in stages. For example, the derailleur 46 is configured to operate the connecting member 32 to change the gear ratio R. A different gear ratio R is set for each of the multiple sprockets 48. For example, the number of gear stages is equal to the number of the multiple sprockets 48. If the derailleur 46 includes a rear derailleur, the sprocket with the smallest number of teeth among the multiple sprockets 48 corresponds to the gear stage with the largest gear ratio R. If the derailleur 46 includes a rear derailleur, the sprocket with the largest number of teeth among the multiple sprockets 48 corresponds to the gear stage with the smallest gear ratio R. If the derailleur 46 includes a rear derailleur, the larger the gear stage, the larger the gear ratio R.

The human-powered vehicle 10 includes a control device 70. For example, the control device 70 is provided in a housing of the drive unit 44. The control device 70 may be provided in the frame 18. The control device 70 includes a control unit 72. The control unit 72 is configured to control the motor 40. The control unit 72 includes an arithmetic processing device that executes a predetermined control program. The arithmetic processing device included in the control unit 72 includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing devices included in the control unit 72 may be provided in multiple locations separated from each other. The control unit 72 may include one or more microcomputers.

For example, the control device 70 further includes a storage unit 74. The storage unit 74 stores the control program and information used in the control process. The storage 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).

For example, the control device 70 further includes a drive circuit 76 for the motor 40. The drive circuit 76 and the control unit 72 are provided, for example, in the housing of the drive unit 44. 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 50 to the motor 40. 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 40 in response to a control signal from the control unit 72.

The human-powered vehicle 10 further includes a battery 50 that supplies power to the control unit 72. For example, the battery 50 is provided on the frame 18. The battery 50 includes one or more battery elements. The battery elements include rechargeable batteries. The battery 50 is configured to supply power to the control unit 72. The battery 50 is communicatively connected to the control unit 72 via an electric cable or a wireless communication device. The battery 50 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).

For example, the human-powered vehicle 10 further includes an electric actuator 52 configured to operate the transmission 42. For example, the transmission 42 is operated by the electric actuator 52. The electric actuator 52 includes, for example, an electric motor. The electric actuator 52 is configured to be able to communicate with the control unit 72 via at least one of a wireless communication device and an electric cable.

For example, the control unit 72 is configured to control the transmission 42. For example, the control unit 72 is configured to control the electric actuator 52. The electric actuator 52 is supplied with power from the battery 50. The control unit 72 causes the transmission 42 to start a gear shift operation in response to a gear shift command. For example, the gear shift command is set in at least one of the following cases: when the gear shift operating device 64 for operating the transmission 42 is operated, and when a gear shift condition related to the gear shift is satisfied.

The electric actuator 52 may further include, for example, a reduction gear connected to the output shaft of the electric motor. The electric actuator 52 may be provided on the derailleur 46, or may be provided at a position on the human-powered vehicle 10 away from the derailleur 46. The derailleur 46 operates the connecting member 32 by being driven by the electric actuator 52, and a gear shifting operation is performed. When the derailleur 46 includes a rear derailleur, the derailleur 46 includes, for example, a base member, a movable member, and a link mechanism that movably connects the movable member to the base member. The movable member includes a guide member that guides the connecting member 32. The guide member includes, for example, a guide plate and a pulley. The electric actuator 52 may directly drive the link mechanism, for example. The electric actuator 52 may drive the link mechanism via a cable.

For example, the human-powered vehicle 10 further includes an imaging device 54. The imaging device 54 captures an image in front of the human-powered vehicle 10. The imaging device 54 is provided on the frame 18 or the handlebars 38. The imaging device 54 may also be provided on the rider. When the imaging device 54 is provided on the rider, for example, the imaging device 54 is provided on a helmet worn by the rider.

The imaging device 54 includes, for example, a camera. The imaging device 54 may be capable of capturing only a forward image. The imaging device 54 may be capable of capturing peripheral images other than a forward image at the same time. The imaging device 54 may be capable of capturing an image of the entire circumference of the human-powered vehicle 10. The imaging device 54 is configured to be able to communicate with the control unit 72 via at least one of a wireless communication device and an electric cable. The imaging device 54 is configured to transmit the captured forward image to the control unit 72.

For example, the human-powered vehicle 10 further includes at least one of a vehicle speed sensor 56, a crank rotation sensor 58, and a human-powered driving force detection unit 60. The vehicle speed sensor 56 is configured to detect information related to the vehicle speed of the human-powered vehicle 10. The vehicle speed sensor 56 is configured to be able to communicate with the control unit 72 by at least one of a wireless communication device and an electric cable. In this embodiment, the vehicle speed sensor 56 is configured to detect information related to the rotation speed W of at least one wheel 16 of the human-powered vehicle 10. The vehicle speed sensor 56 outputs a signal corresponding to the rotation speed W of the wheel 16. The control unit 72 can calculate the vehicle speed of the human-powered vehicle 10 based on the signal corresponding to the rotation speed W of the wheel 16 and information related to the circumference of the wheel 16. Information related to the circumference of the wheel 16 is stored in the memory unit 74.

The vehicle speed sensor 56 includes, for example, a magnetic reed constituting a reed switch, or a magnetic sensor such as a Hall element. The vehicle speed sensor 56 is attached to a chain stay of the frame 18 and configured to detect a magnet attached to the rear wheel 16R. The vehicle speed sensor 56 may be provided on the front fork 34 and configured to detect a magnet attached to the front wheel 16F. In this embodiment, the vehicle speed sensor 56 is configured such that the reed switch detects the magnet once every time the wheel 16 rotates once. The vehicle speed sensor 56 may have any configuration as long as it can obtain information related to the vehicle speed of the human-powered vehicle 10.

The vehicle speed sensor 56 is not limited to a configuration that detects a magnet provided on the wheel 16. For example, the vehicle speed sensor 56 may be configured to detect a slit provided on a sensor ring. The sensor ring is a member that rotates integrally with the wheel 16. For example, the vehicle speed sensor 56 may be configured to include an optical sensor or the like. For example, the vehicle speed sensor 56 may be configured to include a GPS (Global Positioning System) receiver. When the vehicle speed sensor 56 includes a GPS receiver, the control unit 72 can calculate the vehicle speed according to the time and the traveled distance.

The crank rotation sensor 58 is configured to detect information related to the rotation speed C of the crank 14. The crank rotation sensor 58 is configured to be able to communicate with the control unit 72 by at least one of a wireless communication device and an electric cable. The crank rotation sensor 58 is provided, for example, on the frame 18 or the drive unit 44 of the human-powered vehicle 10. The crank rotation sensor 58 may be provided on the housing of the drive unit 44. The crank rotation sensor 58 is configured to include a magnetic sensor that outputs a signal according to the strength of a magnetic field. The annular magnet, whose magnetic field strength changes in the circumferential direction, is provided on the crankshaft 20, a member that rotates in conjunction with the crankshaft 20, or on the power transmission path between the crank 14 and the first rotating body 28. The member that rotates in conjunction with the crankshaft 20 may include the output shaft of the motor 40.

The crank rotation sensor 58 outputs a signal corresponding to the rotation speed C of the crank 14. For example, if a first one-way clutch is not provided between the crank 14 and the first rotating body 28, the magnet may be provided on the first rotating body 28. The crank rotation sensor 58 may have any configuration as long as it can acquire information related to the rotation speed C of the crank 14. The crank rotation sensor 58 may include an optical sensor, an acceleration sensor, a gyro sensor, a torque sensor, or the like instead of a magnetic sensor.

The human-powered driving force detection unit 60 is configured to detect information related to the human-powered driving force. The human-powered driving force detection unit 60 is configured to be able to communicate with the control unit 72 via at least one of a wireless communication device and an electric cable. For example, the human-powered driving force detection unit 60 is provided on the frame 18, the drive unit 44, the crank 14, or the pedal 24 of the human-powered vehicle 10. The human-powered driving force detection unit 60 may also be provided on the housing of the drive unit 44.

The manual driving force detection unit 60 includes, for example, a torque sensor. The torque sensor is configured to output a signal corresponding to the torque applied to the crank 14 by the manual driving force. For example, when a first one-way clutch is provided between the crank 14 and the first rotating body 28, the torque sensor is provided upstream of the first one-way clutch in the power transmission path between the crank 14 and the first rotating body 28. 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 between the crank 14 and the first rotating body 28, or near a member included in the power transmission path between the crank 14 and the first rotating body 28. For example, the member included in the power transmission path between the crank 14 and the first rotating body 28 is the crankshaft 20, the crank arm 22, the pedal 24, or a member that transmits the human driving force between the crank 14 and the first rotating body 28. The human driving force detection unit 60 may have any configuration as long as it can acquire information about the human driving force. For example, the human driving force detection unit 60 may include a sensor that detects the pressure applied to the pedal 24, or a sensor that detects the tension of the chain.

The inclination detection unit 62 is configured to detect information related to the inclination of the human-powered vehicle 10. For example, the inclination detection unit 62 includes a gyro sensor or an acceleration sensor. For example, the inclination detection unit 62 may include a GPS receiver. The control unit 72 may calculate the inclination angle of the road surface on which the human-powered vehicle 10 is traveling based on the GPS information acquired by the GPS receiver and the road surface gradient included in the map information pre-recorded in the memory unit 74.

The control unit 72 may determine a decrease in the manual driving force according to the output of the manual driving force detection unit 60, for example. When the control unit 72 determines a decrease in the manual driving force according to the output of the manual driving force detection unit 60, the control unit 72 acquires a detection value of the manual driving force at a predetermined period, for example, and compares the detection value detected last time with the detection value detected this time. The control unit 72 determines that the manual driving force has decreased if the detection value detected this time is smaller than the detection value detected last time. The control unit 72 may determine that the manual driving force has decreased if the detection value detected this time is smaller than the detection value detected last time multiple times in succession. For example, the predetermined period is shorter than the period in which the crank 14 rotates 5 degrees.

For example, the human-powered vehicle 10 may further include a gear shift operating device 64 configured to operate the transmission 42. For example, the gear shift operating device 64 is provided on the handlebar 38. The gear shift operating device 64 is configured to be able to communicate with the control unit 72 via at least one of a wireless communication device and an electric cable. For example, the gear shift operating device 64 is configured to be operated by the user's fingers. The gear shift operating device 64 includes at least a first operating part and a second operating part.

For example, the first operating unit and the second operating unit include a button switch or a lever switch. The first operating unit and the second operating unit may have any configuration, not limited to a button switch or a lever switch, as long as they are configured to transition between at least two states when operated by a user. For example, the first operating unit is configured to increase the gear ratio R of the transmission 42. For example, the second operating unit is configured to decrease the gear ratio R of the transmission 42.

When the first operating unit is operated, a gear shift command to increase the gear ratio R is generated in the control unit 72, and the gear shift command is sent from the first operating unit to the control unit 72. When the second operating unit is operated, a gear shift command to decrease the gear ratio R is generated in the control unit 72, and the gear shift command is sent from the second operating unit to the control unit 72. Each of the first operating unit and the second operating unit includes an operating member and a detection unit that detects the operation of the operating member. The detection unit includes an electric switch or a sensor. The type of sensor included in the detection unit is not limited, and may be a magnetic sensor or an optical sensor.

The gear shift condition is met, for example, in response to at least one of the driving state and driving environment of the human-powered vehicle 10. For example, the gear shift condition is configured to be met when the crankshaft 20 is rotating. For example, the driving environment of the human-powered vehicle 10 includes the slope of the road on which the human-powered vehicle 10 is traveling. The control unit 72 compares a predetermined threshold value with a parameter related to at least one of the driving state and driving environment of the human-powered vehicle 10. For example, in at least one of the cases where the parameter is greater than the predetermined threshold value and where the parameter is smaller than the predetermined threshold value, the control unit 72 determines that the gear shift condition is met and issues a gear shift command.

The gear shifting condition may be configured to be satisfied when the crankshaft 20 is stopped from rotating. If the transmission 42 includes a derailleur 46, and the crankshaft 20 is stopped from rotating, the control unit 72 is configured to drive the motor 40 to operate the connecting member 32, thereby enabling the derailleur 46 to perform a gear shifting operation.

For example, the control unit 72 controls the motor 40 in response to at least one of the vehicle speed of the human-powered vehicle 10, the rotation speed C of the crank 14, and the human-powered driving force. For example, the control unit 72 is configured to control the motor 40 in response to the human-powered driving force input to the human-powered vehicle 10. The human-powered driving force may be represented by torque or may be represented by power.

For example, the control unit 72 controls the motor 40 so that the assist level by the motor 40 becomes a predetermined assist level. For example, the assist level includes at least one of the ratio of the assist force by the motor 40 to the manual driving force, the upper limit of the output of the motor 40, the restriction level of the change in the output of the motor 40 when the manual driving force decreases, the increase rate of the output of the motor 40 when the manual driving force increases, and the output of the motor 40.

The ratio of the assist force of the motor 40 to the human-powered driving force may be referred to as the assist ratio. The control unit 72 may be configured to control the motor 40, for example, so that the assist force of the motor 40 is a predetermined ratio to the human-powered driving force. The human-powered driving force corresponds to the propulsive force of the human-powered vehicle 10 generated by the user rotating the crank 14. The assist force corresponds to the propulsive force of the human-powered vehicle 10 generated by the rotation of the motor 40. The predetermined ratio does not have to be constant. For example, the predetermined ratio may change according to the human-powered driving force, the rotation speed C of the crank 14, or the vehicle speed of the human-powered vehicle 10. For example, the predetermined ratio may change according to any two or all of the human-powered driving force, the rotation speed C of the crank 14, and the vehicle speed of the human-powered vehicle 10.

When the manual driving force and the assisting force are expressed in terms of torque, the manual driving force is described as manual torque, and the assisting force is described as assisting torque. When the manual driving force and the assisting force are expressed in terms of power, the manual driving force is described as manual power, and the assisting force is described as assisting power. The ratio of the assisting force by the motor 40 to the manual driving force may be the torque ratio of the assisting torque to the manual torque of the human-powered vehicle 10, or it may be the ratio of the assisting power by the motor 40 to the human power.

In the drive unit 44 of this embodiment, the crank 14 is connected to the first rotating body 28 without a reducer or a speed increaser, and the output of the motor 40 is input to the first rotating body 28. In this embodiment, the manual driving force corresponds to the driving force input to the first rotating body 28 by the user rotating the crank 14. In this embodiment, the assist force corresponds to the driving force input to the first rotating body 28 by the rotation of the motor 40. When the output of the motor 40 is input to the first rotating body 28 via a reducer, the assist force corresponds to the output of the reducer.

The control unit 72 is configured to control the motor 40 so that the assist force is equal to or less than the upper limit of the output of the motor 40. When the output of the motor 40 is input to the first rotating body 28 and the assist force is expressed by torque, the control unit 72 is configured to control the motor 40 so that the assist torque is equal to or less than the upper limit of the output torque of the motor 40. For example, the upper limit of the output torque of the motor 40 is a value in the range of 20 Nm to 200 Nm. When the output of the motor 40 is input to the first rotating body 28 and the assist force is expressed by power, the control unit 72 is configured to control the motor 40 so that the assist power is equal to or less than the upper limit of the power of the motor 40.

For example, the control unit 72 is configured to be able to change the restriction level of the output change of the motor 40. The higher the restriction level of the output change of the motor 40, the smaller the amount of change per unit time of the output of the motor 40 relative to the amount of change per unit time of the control parameter of the motor 40. The lower the restriction level of the output change of the motor 40, the larger the amount of change per unit time of the output of the motor 40 relative to the amount of change per unit time of the control parameter of the motor 40.

In this embodiment, the control parameters of the motor 40 correspond to the manual driving force. The control parameters of the motor 40 may correspond to the rotation speed C of the crank 14. For example, the restriction level of the output change of the motor 40 corresponds to the restriction level when the manual driving force or the rotation speed C of the crank 14 decreases. The restriction level of the output change of the motor 40 is inversely proportional to the response speed of the motor 40. The response speed of the motor 40 is represented by the amount of change per unit time of the output of the motor 40 relative to the amount of change per unit time of the control parameter of the motor 40. When the restriction level of the output change of the motor 40 increases, the response speed of the motor 40 decreases.

The control unit 72 changes the restriction level of the output change of the motor 40, for example, by a filter circuit. The filter circuit includes, for example, a low-pass filter having a time constant. The control unit 72 changes the restriction level of the output change of the motor 40 by changing the time constant of the filter. The control unit 72 may change the restriction level of the output change of the motor 40 by changing a gain for calculating the output of the motor 40 from the manual driving force. The filter circuit is configured, for example, by executing predetermined software in an arithmetic processing device.

For example, the control unit 72 is configured to control the motor 40 according to the pavement condition of the road. For example, the control unit 72 is configured to determine the pavement condition of the road from an image of the road acquired by the imaging device 54. The image of the road may be an image in front of the human-powered vehicle 10, an image below the human-powered vehicle 10, or an image of the surroundings of the human-powered vehicle 10.

For example, the control unit 72 includes an artificial intelligence processing unit 78. For example, the artificial intelligence processing unit 78 is configured to estimate the pavement condition of the road from an image of the road. For example, the artificial intelligence processing unit 78 includes a processing device. For example, the memory unit 74 stores software, and the processing device executes the software stored in the memory unit 74. The processing device includes, for example, a CPU or an MPU. The processing device includes a GPU (Graphics Processing Unit) in addition to the CPU or the MPU. The processing device may include an FPGA (Field-Programmable Gate Array). The artificial intelligence processing unit 78 may include one or more processing devices. The artificial intelligence processing unit 78 may include multiple processing devices arranged separately at multiple locations.

For example, the memory unit 74 stores a control program, a learning program, and a learning model. The learning model may be a trained model trained by a predetermined learning algorithm, or may be configured to be updated by the learning algorithm. The learning algorithm includes machine learning, deep learning, or deep reinforcement learning. For example, the learning algorithm includes at least one of supervised learning, unsupervised learning, and reinforcement learning. The learning algorithm may use a method other than the methods described in this specification as long as it is configured to update the learning model using a method belonging to the field of artificial intelligence. For example, the learning process for updating the learning model is performed by a GPU. The learning algorithm may use a neural network (NN). The learning algorithm may use a recurrent neural network (RNN).

For example, the human-powered vehicle 10 may be provided with a storage device separate from the memory unit 74. The storage device may be provided outside the human-powered vehicle 10. The storage device includes, for example, non-volatile memory and volatile memory. When the human-powered vehicle 10 includes a storage device, software, control programs, learning programs, learning models, and the like may be stored in the storage device.

For example, the artificial intelligence processing unit 78 is configured to estimate the pavement condition of the road from at least one of land information of the road and obstacles. For example, the land information includes at least one of topographical information and ground surface information.

For example, the terrain information relates to the shape of the terrain. For example, the shape of the terrain includes at least one of a sidewalk, an intersection, a curb, a gutter, a ridge, a valley, a slope traverse, a gentle drop-off, a steep drop-off, a flat, a hill, a single bank, a gentle slope, a steep slope, and a wall.

For example, the ground surface information relates to the state of the ground surface. The ground surface state includes at least one of the following: a state in which stop lines, lane boundaries, numerical notations of speed limits on the ground surface, bicycle lane markings, etc. are marked on the road; a state in which objects such as tree roots and rocks are exposed on the road; a state in which the road is covered with loose sand, mud, puddles, fallen leaves, moss, etc.; a state in which the road is sandy; and a state related to the soil quality of the road. For example, the artificial intelligence processing unit 78 estimates the ground surface information on the road based on the image.

For example, obstacles include moving cars, moving motorcycles, moving bicycles such as road bikes, stopped cars, stopped motorcycles, stopped bicycles such as road bikes, people, animals accompanying people, traffic lights, guard rails, signs, bridges, trees growing on the road, branches hanging down into the road, and rocks on the road. For example, the artificial intelligence processing unit 78 estimates obstacles based on the image.

As shown in FIG. 3, an example of a learning model of the artificial intelligence processing unit 78 includes an input layer 80, an intermediate layer 82, and an output layer 84. Input information is input to the input layer 80. The learning model is trained in advance to output output information from the output layer 84 when information is input to the input layer 80. The intermediate layer 82 uses training data to learn the relationship between the information input to the input layer 80 and the output information output by the output layer 84.

For example, the learning model may be configured to be updatable by an external device. The external device is, for example, a smartphone or a personal computer. For example, when the learning model is updatable by an external device, the external device can update the number of convolutional layers 86, pooling layers 88, and fully connected layers 90 in the intermediate layer 82. For example, when the learning model is updatable by an external device, the external device can update the relationship learned by the intermediate layer 82 between the input information input to the input layer 80 and the output information output by the output layer 84.

In the artificial intelligence processing unit 78, the input information is an image of the road. In the artificial intelligence processing unit 78, the output information is information about the pavement condition of the road. The training data used by the intermediate layer 82 includes information about the image of the road, information about at least one of the terrain information and obstacles, and information for giving meaning to the information about the terrain information and at least one of the obstacles.

For example, the artificial intelligence processing unit 78 estimates at least one of land information and obstacles based on the image. For example, the artificial intelligence processing unit 78 estimates at least one of topographical information and obstacles by processing the image. For example, when an image transmitted from the imaging device 54 is input, the artificial intelligence processing unit 78 estimates a driving path based on the feature amount of the image. For example, the artificial intelligence processing unit 78 is configured to estimate at least one of topographical information and obstacles on the estimated driving path. For example, the artificial intelligence processing unit 78 detects edges from the image and identifies the detected edges as objects.

For example, the artificial intelligence processing unit 78 identifies an object on the road based on the image. For example, the object is a characteristic part in the forward image. For example, the object includes a characteristic ground surface different from the surrounding ground surface, a tree, a rock, and at least one contour of an artificial object. The artificial intelligence processing unit 78 is configured to estimate at least one of land information and obstacles based on the identified object. For example, the artificial intelligence processing unit 78 is configured to assign meaning to at least one of the estimated land information and the estimated obstacles. For example, the artificial intelligence processing unit 78 determines the pavement condition of the road according to the assigned meaning of the land information and at least one of the assigned meaning of the obstacles.

For example, the artificial intelligence processing unit 78 identifies the boundary between the area in the image that is a road and the area that is not a road based on the identified object. The artificial intelligence processing unit 78 is configured to estimate the road based on the identified boundary. For example, the artificial intelligence processing unit 78 estimates the road by detecting edges from the image. For example, the area in the image that is a road includes an area of the image that is the ground surface and is suitable for driving. For example, the area that is suitable for driving includes a flat earthen road surface and a flat paved road. For example, the area in the image that is not a road includes an area of the image that is not the ground surface and an area of the image that is the ground surface and is not suitable for driving.

For example, areas that are not the ground surface include water surfaces, sky, and space. For example, areas that are not suitable for driving include green spaces, slopes that cannot be traversed, cliffs, uneven dirt road surfaces, and uneven paved roads. For example, the driving path estimated by the artificial intelligence processing unit 78 has a width in the left-right direction of the human-powered vehicle 10, which is perpendicular to the driving direction of the human-powered vehicle 10. For example, if there is an obstacle that the human-powered vehicle 10 cannot pass, the artificial intelligence processing unit 78 does not identify that part as a driving path.

For example, the artificial intelligence processing unit 78 estimates that there is an obstacle on the road when a boundary surrounds an area. For example, the artificial intelligence processing unit 78 estimates that the road is paved when a stop line, lane boundaries, a numerical speed limit written on the ground, bicycle lane markings, etc. are marked. For example, the artificial intelligence processing unit 78 estimates that the road is unpaved when the road is covered with loose sand, mud, puddles, fallen leaves, moss, etc., and when the road is sandy.

The artificial intelligence processing unit 78 may estimate changes in the road in addition to the pavement condition of the road. For example, the artificial intelligence processing unit 78 estimates that there is a change in the road based on the boundary heading forward. For example, if the boundary heading forward is curved, the artificial intelligence processing unit 78 determines that there is a curve in the road. For example, if the boundary heading forward is interrupted in the traveling direction of the human-powered vehicle 10, and if the boundary extends laterally in the front and the two boundaries overlap, the artificial intelligence processing unit 78 determines that there is a step in the estimated road.

For example, when the boundary is distorted, the artificial intelligence processing unit 78 estimates that the road has a road surface gradient. For example, the artificial intelligence processing unit 78 estimates that the road has a road surface gradient based on the position on the forward image of the boundary that borders the part corresponding to the sky. For example, the artificial intelligence processing unit 78 estimates that the road has a change in road surface gradient depending on the distortion of the boundary. For example, the artificial intelligence processing unit 78 estimates that the road has a change in road surface gradient based on the position on the forward image of the boundary that borders the part corresponding to the sky.

When the gear ratio R is changed, the control unit 72 is configured to control the motor 40 so as to reduce the assist level provided by the motor 40 in accordance with the pavement condition of the road on which the human-powered vehicle 10 is traveling. For example, the control unit 72 is configured to control the motor 40 so that the assist level provided by the motor 40 becomes a predetermined assist level in accordance with the pavement condition of the road.

For example, the control unit 72 is configured to control the motor 40 so that the amount of decrease in the assist level when the gear ratio R is changed on a paved road is different from the amount of decrease in the assist level when the gear ratio R is changed on an unpaved road. For example, the control unit 72 is configured to control the motor 40 so that the amount of decrease in the assist level when the gear ratio R is changed on a paved road is equal to or greater than the amount of decrease in the assist level when the gear ratio R is changed on an unpaved road.

For example, when the assist level includes an assist ratio, the control unit 72 is configured to control the motor 40 so that the assist level becomes zero when the gear ratio R is changed on a paved road. For example, when the assist level includes an assist ratio, the control unit 72 is configured to control the motor 40 so that the assist level becomes greater than zero when the gear ratio R is changed on an unpaved road.

For example, the control unit 72 is configured to control the motor 40 so that the amount of decrease in the assist level when the gear ratio R is changed to decrease on a paved road is different from the amount of decrease in the assist level when the gear ratio R is changed to increase on a paved road. For example, the control unit 72 is configured to control the motor 40 so that the amount of decrease in the assist level when the gear ratio R is changed to decrease on a paved road is greater than the amount of decrease in the assist level when the gear ratio R is changed to increase on a paved road. The control unit 72 may be configured to control the motor 40 so that the amount of decrease in the assist level when the gear ratio R is changed to decrease on a paved road is smaller than the amount of decrease in the assist level when the gear ratio R is changed to increase on a paved road.

For example, when the assist level includes an assist ratio, the control unit 72 controls the motor 40 so that the assist level becomes zero when the gear ratio R is changed to decrease on a paved road. For example, when the assist level includes an assist ratio, the control unit 72 is configured to control the motor 40 so that the assist level becomes greater than zero when the gear ratio R is changed to increase on a paved road.

For example, the control unit 72 is configured to control the motor 40 so that the amount of decrease in the assist level when the gear ratio R is changed to increase on an unpaved road is different from the amount of decrease in the assist level when the gear ratio R is changed to decrease on an unpaved road. For example, the control unit 72 is configured to control the motor 40 so that the amount of decrease in the assist level when the gear ratio R is changed to increase on an unpaved road is greater than the amount of decrease in the assist level when the gear ratio R is changed to decrease on an unpaved road. The control unit 72 may be configured to control the motor 40 so that the amount of decrease in the assist level when the gear ratio R is changed to increase on an unpaved road is smaller than the amount of decrease in the assist level when the gear ratio R is changed to decrease on an unpaved road.

For example, when the assist level includes an assist ratio, the control unit 72 controls the motor 40 so that the assist level becomes zero when the gear ratio R is changed to decrease on an unpaved road. For example, when the assist level includes an assist ratio, the control unit 72 is configured to control the motor 40 so that the assist level becomes greater than zero when the gear ratio R is changed to increase on an unpaved road.

For example, the control unit 72 is configured to control the motor 40 so that when the gear ratio R is equal to or greater than a predetermined gear ratio and the gear ratio R is changed, the assist level is reduced by a larger amount than when the gear ratio R is less than the predetermined gear ratio and the gear ratio R is changed. For example, the control unit 72 is configured to control the motor 40 so that when the road is a paved road and the gear ratio R is equal to or greater than a predetermined gear ratio and the gear ratio R is changed, the assist level is reduced by a larger amount than when the road is a paved road and the gear ratio R is less than the predetermined gear ratio and the gear ratio R is changed. For example, the control unit 72 is configured to control the motor 40 so that when the road is an unpaved road and the gear ratio R is equal to or greater than a predetermined gear ratio and the gear ratio R is changed, the assist level is reduced by a larger amount than when the road is an unpaved road and the gear ratio R is less than the predetermined gear ratio and the gear ratio R is changed.

For example, when the gear ratio R is changed, the control unit 72 starts to reduce the assist level when the angle of the crank 14 falls within a predetermined range. The predetermined range includes, for example, an angle of the crank 14 at which the position of the crank arm 22 is 90 degrees away from a position corresponding to the top dead center or bottom dead center. The predetermined range includes, for example, a range from 10 degrees to 45 degrees centered on an angle of the crank 14 at which the position of the crank arm 22 is 90 degrees away from a position corresponding to the top dead center or bottom dead center. The predetermined range is, for example, a range in which the rider is unlikely to feel a reduction in the assist level. The predetermined range is, for example, a range in which the human driving force detected by the human driving force detection unit 60 is greater than a predetermined value when the rider is pedaling the pedals 24 on a flat road.

For example, the control unit 72 is configured to start lowering the assist level depending on the state of the gear shifting operation of the transmission 42. For example, when lowering the assist level by the motor 40, the control unit 72 starts a process of lowering the assist level by the motor 40 depending on the state of the gear shifting operation of the transmission 42. For example, when the transmission 42 is a transmission 42 equipped with an electric actuator 52, the control unit 72 starts lowering the assist level after a gear shift command is generated and before the gear shifting operation of the transmission 42 is started. For example, the control unit 72 is configured to control the transmission 42 to start the gear shifting operation of the transmission 42 after lowering the assist level.

The control unit 72 is configured to control the transmission 42 so that the gear shifting operation of the transmission 42 is performed, for example, when the position of the crank arm 22 corresponds to the top dead center or the bottom dead center.

For example, the control unit 72 is configured to control the motor 40 to gradually reduce the assist level when the gear ratio R is changed. When reducing the assist level, the control unit 72 may reduce the assist level in stages every time a predetermined time elapses. When reducing the assist level, the control unit 72 may reduce the assist level continuously.

For example, when the gear ratio R is changed, the control unit 72 is configured to control the motor 40 to increase the assist level after a predetermined period of time has elapsed since the assist level was reduced. For example, the predetermined period of time in the case of a paved road is longer than the predetermined period of time in the case of an unpaved road. For example, the control unit 72 increases the assist level after a predetermined period of time has elapsed since the assist level was reduced.

For example, the predetermined period includes the period until the rotation amount of the wheel 16 of the human-powered vehicle 10 reaches the predetermined rotation amount. The predetermined rotation amount is 30 degrees or more and less than 460 degrees. For example, the predetermined rotation amount for a paved road is greater than the predetermined rotation amount for an unpaved road. For example, the predetermined rotation amount for a paved road and the predetermined rotation amount for an unpaved road are each set according to the period from the start to the completion of the shift operation of the transmission 42. For example, when a predetermined period has elapsed since the assist level was reduced, the control unit 72 changes the assist level so that the assist level returns to the assist level before the assist level was reduced. The assist level before the assist level was reduced is, for example, the assist level immediately before the assist level was reduced. The predetermined period for a paved road may be the same as the predetermined period for an unpaved road. The predetermined rotation amount for a paved road may be the same as the predetermined rotation amount for an unpaved road.

The control unit 72 may increase the assist level when the change in the gear ratio R is completed. In this case, for example, the transmission 42 has a gear shift state detection unit that detects information related to the current gear shift stage. The gear shift state detection unit includes, for example, a sensor that outputs a signal according to the operation of the electric actuator 52. The control unit 72 may determine whether the change in the gear ratio R is completed according to the rotation speed C of the crank 14 and the rotation speed W of the wheels 16. When the human driving force is equal to or greater than a predetermined threshold, the control unit 72 calculates the gear ratio R from the rotation speed C of the crank 14 and the rotation speed W of the wheels 16.

With reference to Figures 4 and 5, the process in which the control unit 72 controls the motor 40 and the transmission 42 according to the pavement condition of the road 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 S11 of the flowchart shown in Figure 4. When the flowcharts of Figures 4 and 5 end, the control unit 72 repeats the process from step S11 of Figure 4 after a predetermined period, for example, until the supply of power is stopped.

In step S11, the control unit 72 determines whether the human-powered vehicle 10 is in a running state. Whether the human-powered vehicle 10 is in a running state is determined by the control unit 72 based on the vehicle speed of the human-powered vehicle 10, the acceleration of the human-powered vehicle 10, the pitch angle of the human-powered vehicle 10, the human-powered driving force, the angle of the crank 14, the rotation speed C of the crank 14, and the assist torque of the motor 40, etc. For example, if the vehicle speed of the human-powered vehicle 10 is equal to or greater than a predetermined vehicle speed, the control unit 72 determines that the human-powered vehicle 10 is in a running state. If the human-powered vehicle 10 is not in a running state, the control unit 72 ends the process. If the human-powered vehicle 10 is in a running state, the control unit 72 proceeds to step S12.

In step S12, the control unit 72 determines whether the road on which the human-powered vehicle 10 is traveling is a paved road. If the road on which the human-powered vehicle 10 is traveling is a paved road, the control unit 72 proceeds to step S13. If the road on which the human-powered vehicle 10 is traveling is not a paved road, the control unit 72 proceeds to step S26. For example, if the road on which the human-powered vehicle 10 is traveling is not a paved road, it is when the road on which the human-powered vehicle 10 is traveling is an unpaved road. The control unit 72 determines whether the road on which the human-powered vehicle 10 is traveling is a paved road, for example, based on the results of an estimation of the pavement condition of the road by the artificial intelligence processing unit 78.

In step S13, the control unit 72 determines whether or not a gear shift command has been issued. If a gear shift command has been issued, the control unit 72 proceeds to step S14. If a gear shift command has not been issued, the control unit 72 ends the process.

In step S14, the control unit 72 determines whether the gear ratio R will increase. For example, when a shift instruction to increase the gear ratio R is issued and the current gear ratio R is smaller than the maximum gear ratio R of the transmission 42, the control unit 72 may determine that the gear ratio R will increase. For example, when a shift instruction to increase the gear ratio R is issued and the current gear ratio R is the maximum gear ratio R of the transmission 42, the control unit 72 may determine that the gear ratio R will not increase. If the gear ratio R will increase, the control unit 72 proceeds to step S15.

In step S15, the control unit 72 reduces the assist level and proceeds to step S17. For example, in step S15, when the angle of the crank 14 falls within a predetermined range, the control unit 72 starts reducing the assist level. For example, in step S15, the control unit 72 does not change the assist level until the angle of the crank 14 falls within the predetermined range.

The control unit 72 controls the transmission 42 in step S17 and proceeds to step S18. For example, the control unit 72 controls the transmission 42 so that the gear ratio R corresponds to the gear shift command determined to have occurred in step S13. For example, the control unit 72 controls the transmission 42 in step S17 so as to start the gear shift operation of the transmission 42. For example, the control unit 72 drives the electric actuator 52 of the transmission 42 in step S17 to start the gear shift operation of the transmission 42.

In step S18, the control unit 72 determines whether or not a predetermined period has elapsed. If the predetermined period has elapsed, the control unit 72 proceeds to step S20. If the predetermined period has not elapsed, the control unit 72 proceeds to step S19. In step S19, the control unit 72 determines whether or not the gear shift has been completed. If the gear shift has not been completed, the control unit 72 proceeds to step S18. If the gear shift has been completed, the control unit 72 proceeds to step S20. In step S20, the control unit 72 increases the assist level and ends the process.

If the gear ratio R does not increase in step S14, the control unit 72 proceeds to step S16. In step S16, the control unit 72 determines whether the gear ratio R will decrease. For example, the control unit 72 may determine that the gear ratio R will decrease if a gear shift instruction to reduce the gear ratio R is issued and the current gear ratio R is greater than the minimum gear ratio R of the transmission 42. For example, the control unit 72 may determine that the gear ratio R will not decrease if a gear shift instruction to reduce the gear ratio R is issued and the current gear ratio R is the minimum gear ratio R of the transmission 42. If the gear ratio R does not decrease, the control unit 72 ends the process. If the gear ratio R decreases, the control unit 72 proceeds to step S21.

In step S21, the control unit 72 reduces the assist level and proceeds to step S22. The amount of reduction in the assist level in step S21 is greater than the amount of reduction in the assist level in step S15. For example, in step S21, the control unit 72 starts reducing the assist level when the angle of the crank 14 falls within a predetermined range. For example, in step S21, the control unit 72 does not change the assist level until the angle of the crank 14 falls within the predetermined range.

The control unit 72 controls the transmission 42 in step S22 and proceeds to step S23. For example, the control unit 72 controls the transmission 42 so that the gear ratio R corresponds to the gear shift command determined to have occurred in step S13. For example, the control unit 72 controls the transmission 42 in step S22 so as to start the gear shift operation of the transmission 42. For example, the control unit 72 drives the electric actuator 52 of the transmission 42 in step S22 to start the gear shift operation of the transmission 42.

In step S23, the control unit 72 determines whether or not a predetermined period has elapsed. If the predetermined period has elapsed, the control unit 72 proceeds to step S25. If the predetermined period has not elapsed, the control unit 72 proceeds to step S24. In step S24, the control unit 72 determines whether or not the gear shift has been completed. If the gear shift has not been completed, the control unit 72 proceeds to step S23. If the gear shift has been completed, the control unit 72 proceeds to step S25. In step S25, the control unit 72 increases the assist level and ends the process.

In step S26, the control unit 72 determines whether a gear shift command has been issued. For example, the control unit 72 determines whether a gear shift command has been issued, similar to step S13. If a gear shift command has not been issued, the control unit 72 ends the process. If a gear shift command has been issued, the control unit 72 proceeds to step S27.

In step S27, the control unit 72 determines whether the gear ratio R is decreasing. In step S27, similar to step S16, the control unit 72 determines whether the gear ratio R is decreasing. If the gear ratio R is decreasing, the control unit 72 proceeds to step S28.

In step S28, the control unit 72 reduces the assist level and proceeds to step S30. For example, the amount of reduction in the assist level in steps S15 and S21 is equal to or greater than the amount of reduction in the assist level in step S28. For example, the amount of reduction in the assist level in steps S15 and S21 may be less than the amount of reduction in the assist level in step S28. For example, in step S28, the control unit 72 starts reducing the assist level when the angle of the crank 14 falls within a predetermined range. For example, in step S28, the control unit 72 does not change the assist level until the angle of the crank 14 falls within the predetermined range.

The control unit 72 controls the transmission 42 in step S30 and proceeds to step S31. For example, the control unit 72 controls the transmission 42 so that the gear ratio R corresponds to the gear shift command determined to have occurred in step S26. For example, in step S30, the control unit 72 controls the transmission 42 in the same manner as in step S22.

In step S31, the control unit 72 determines whether or not a predetermined period has elapsed. If the predetermined period has elapsed, the control unit 72 proceeds to step S33. If the predetermined period has not elapsed, the control unit 72 proceeds to step S32. In step S32, the control unit 72 determines whether or not the shift has been completed. If the shift has not been completed, the control unit 72 proceeds to step S31. If the shift has been completed, the control unit 72 proceeds to step S33. In step S33, the control unit 72 increases the assist level and ends the process.

In step S27, if the gear ratio R does not decrease, the control unit 72 proceeds to step S29. In step S29, the control unit 72 determines whether the gear ratio R increases. In step S29, the control unit 72 determines whether the gear ratio R increases, similar to step S14. In the case where the gear ratio R does not increase, the control unit 72 ends the processing. In the case where the gear ratio R increases, the control unit 72 proceeds to step S34.

In step S34, the control unit 72 reduces the assist level and proceeds to step S35. The amount of reduction in the assist level in step S34 is greater than the amount of reduction in the assist level in step S28. For example, the amount of reduction in the assist level in steps S15 and S21 is greater than or equal to the amount of reduction in the assist level in steps S28 and S34. For example, the amount of reduction in the assist level in steps S15 and S21 may be less than the amount of reduction in the assist level in steps S28 and S34. For example, the control unit 72 starts reducing the assist level when the angle of the crank 14 falls within a predetermined range in step S34. For example, the control unit 72 does not change the assist level until the angle of the crank 14 falls within the predetermined range in step S34.

The control unit 72 controls the transmission 42 in step S35 and proceeds to step S36. For example, the control unit 72 controls the transmission 42 so that the gear ratio R corresponds to the gear shift command determined to have occurred in step S26. For example, in step S35, the control unit 72 controls the transmission 42 in the same manner as in steps S17, S22, and S30.

In step S36, the control unit 72 determines whether or not a predetermined period has elapsed. If the predetermined period has elapsed, the control unit 72 proceeds to step S38. If the predetermined period has not elapsed, the control unit 72 proceeds to step S37. In step S37, the control unit 72 determines whether or not the gear shift has been completed. If the gear shift has not been completed, the control unit 72 proceeds to step S36. If the gear shift has been completed, the control unit 72 proceeds to step S38. In step S38, the control unit 72 increases the assist level and ends the process.

Second Embodiment
A control device 70 of the second embodiment will be described with reference to Figures 6 and 7. The control device 70 of the second embodiment is similar to the control device 70 of the first embodiment except that the control device 70 executes the processes of Figures 6 and 7 instead of the processes of Figures 4 and 5. In the second embodiment, the same reference numerals as in the first embodiment are used for configurations common to the first embodiment, and duplicated descriptions will be omitted.

The control unit 72 in this embodiment is configured to control the motor 40 to lower the assist level when the gear ratio R is changed. In this embodiment, when the road is paved, the amount of reduction in the assist level when the gear ratio R is changed to increase may be equal to the amount of reduction in the assist level when the gear ratio R is changed to decrease. In this embodiment, when the road is unpaved, the amount of reduction in the assist level when the gear ratio R is changed to increase may be equal to the amount of reduction in the assist level when the gear ratio R is changed to decrease.

The process in which the control unit 72 controls the motor 40 and the transmission 42 in accordance with the pavement condition of the road will be described with reference to Figures 6 and 7. The process in Figures 6 and 7 is the same as that in Figures 4 and 5, except that steps S14, S16, S21 to S25, S27, S29, and S34 to S38 are omitted from the process in Figures 4 and 5.

If a gear shift command is issued in step S13, the control unit 72 proceeds to step S15. In step S15, the control unit 72 reduces the assist level and proceeds to step S17.

If a gear shift command is issued in step S26, the control unit 72 proceeds to step S28. In step S28, the control unit 72 reduces the assist level and proceeds to step S30. In this embodiment, the amount of reduction in the assist level in step S15 is equal to or greater than the amount of reduction in the assist level in step S28. For example, the amount of reduction in the assist level in step S15 may be greater than the amount of reduction in the assist level in step S28.

Third Embodiment
A control device 70 of the third embodiment will be described with reference to Figures 4, 5, and 8. The control device 70 of the third embodiment is similar to the control device 70 of the first embodiment, except that the control device 70 executes the process of step S41 in Figure 8 instead of the process of step S12 in Figure 4, and executes the process of step S42 in Figure 8 in addition to the process of Figure 5. In the third embodiment, the same reference numerals as in the first embodiment are used for configurations common to the first embodiment, and duplicated descriptions will be omitted.

The control unit 72 of the third embodiment is configured to control the motor 40 according to a control state corresponding to the pavement state of the road. The control state includes a first control state and a second control state. The control unit 72 of the third embodiment is configured to control the motor 40 in a first control state in which control is performed for traveling on a paved road and a second control state in which control is performed for traveling on an unpaved road. The control unit 72 is configured to control the motor 40 so as to reduce the assist level by the motor 40 when the gear ratio R is changed. The amount of reduction in the assist level when the gear ratio R is changed in the first control state is different from the amount of reduction in the assist level when the gear ratio R is changed in the second control state. For example, the control unit 72 is configured to control the motor 40 so that the assist level by the motor 40 becomes a predetermined assist level according to the control state related to the pavement state of the road.

For example, the control unit 72 is configured to switch between a first control state and a second control state according to an image of the road along which the human-powered vehicle 10 is traveling, acquired by the imaging device 54. For example, the control unit 72 is configured to switch between the first control state and the second control state according to an estimation result of the pavement condition of the road by the artificial intelligence processing unit 78. For example, the control unit 72 is configured to control the motor 40 in the first control state when the estimation result of the pavement condition of the road by the artificial intelligence processing unit 78 corresponds to a paved road. For example, the control unit 72 is configured to control the motor 40 in the second control state when the estimation result of the pavement condition of the road by the artificial intelligence processing unit 78 corresponds to an unpaved road.

For example, the control unit 72 may switch from the first control state to the second control state and from the second control state to the first control state in response to an operation of an operation unit that switches from the first control state to the second control state and from the second control state to the first control state. For example, when the rider visually or otherwise confirms that the road ahead of the road changes from a paved road to an unpaved road, the control unit 72 switches from the first control state to the second control state. For example, when the rider visually or otherwise confirms that the road ahead of the road changes from an unpaved road to a paved road, the control unit 72 switches from the second control state to the first control state.

For example, the control unit 72 is configured to control the motor 40 so that the amount of decrease in the assist level when the gear ratio R is changed in the first control state is equal to or greater than the amount of decrease in the assist level when the gear ratio R is changed in the second control state. For example, the control unit 72 may be configured to control the motor 40 so that the amount of decrease in the assist level when the gear ratio R is changed in the first control state is greater than the amount of decrease in the assist level when the gear ratio R is changed in the second control state.

For example, when the assist level includes an assist ratio, the control unit 72 is configured to control the motor 40 so that the assist level becomes zero when the gear ratio R is changed to decrease in the first control state, and to control the motor 40 so that the assist level becomes greater than zero when the gear ratio R is changed to increase in the second control state.

For example, the control unit 72 is configured to control the motor 40 so that the amount of reduction in the assist level when the gear ratio R is changed to decrease in the first control state is different from the amount of reduction in the assist level when the gear ratio R is changed to increase in the first control state. For example, the control unit 72 is configured to control the motor 40 so that the amount of reduction in the assist level when the gear ratio R is changed to decrease in the first control state is greater than the amount of reduction in the assist level when the gear ratio R is changed to increase in the first control state.

For example, when the assist level includes an assist ratio, the control unit 72 is configured to control the motor 40 so that the assist level becomes zero when the gear ratio R is changed to decrease in the first control state, and to control the motor 40 so that the assist level becomes greater than zero when the gear ratio R is changed to increase in the first control state.

For example, the control unit 72 is configured to control the motor 40 so that the amount of decrease in the assist level when the gear ratio R is changed to increase in the second control state is different from the amount of decrease in the assist level when the gear ratio R is decreased in the second control state. For example, the control unit 72 is configured to control the motor 40 so that the amount of decrease in the assist level when the gear ratio R is changed to increase in the second control state is greater than the amount of decrease in the assist level when the gear ratio R is decreased in the second control state.

For example, when the assist level includes an assist ratio, the control unit 72 is configured to control the motor 40 so that the assist level becomes zero when the gear ratio R is changed to decrease in the second control state, and to control the motor 40 so that the assist level becomes greater than zero when the gear ratio R is changed to increase in the second control state.

For example, the control unit 72 is configured to control the motor 40 so that when the gear ratio R is equal to or greater than a predetermined gear ratio and the gear ratio R is changed, the assist level is decreased by a larger amount than when the gear ratio R is less than the predetermined gear ratio and the gear ratio R is changed. For example, the control unit 72 is configured to control the motor 40 so that when the gear ratio R is equal to or greater than a predetermined gear ratio and the gear ratio R is changed in the first control state, the assist level is decreased by a larger amount than when the gear ratio R is less than the predetermined gear ratio and the gear ratio R is changed in the first control state. For example, the control unit 72 is configured to control the motor 40 so that when the gear ratio R is equal to or greater than a predetermined gear ratio and the gear ratio R is changed in the second control state, the assist level is decreased by a larger amount than when the gear ratio R is less than the predetermined gear ratio and the gear ratio R is changed in the second control state.

For example, when the gear ratio R is changed, the control unit 72 is configured to control the motor 40 to increase the assist level after a predetermined period of time has elapsed since the assist level was reduced. The predetermined period of time when the control state is the first control state is longer than the predetermined period of time when the control state is the second control state. For example, the control unit 72 increases the assist level after a predetermined period of time has elapsed since the assist level was reduced. For example, the control unit 72 may increase the assist level when the gear shift is completed.

For example, the predetermined period includes the period until the amount of rotation of the wheels 16 of the human-powered vehicle 10 reaches a predetermined amount of rotation. The predetermined amount of rotation is greater than or equal to 30 degrees and less than 460 degrees. For example, the predetermined amount of rotation in the first control state is greater than the predetermined amount of rotation in the second control state. For example, the predetermined amount of rotation in the first control state and the predetermined amount of rotation in the second control state are set according to the period from when the shifting operation of the transmission 42 is started to when it is completed. The predetermined period in the first control state may be the same as the predetermined period in the second control state. The predetermined amount of rotation in the first control state may be the same as the predetermined amount of rotation in the second control state.

For example, when a predetermined period of time has elapsed since the assist level was reduced, the control unit 72 changes the assist level so that the assist level returns to the assist level before the assist level was reduced. The assist level before the assist level was reduced is, for example, the assist level immediately before the assist level was reduced.

The process in which the control unit 72 controls the motor 40 and the transmission 42 according to the control state will be described with reference to Figures 4, 5, and 8. 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, 5, and 8 end, the control unit 72 repeats the process from step S11 of Figure 4 after a predetermined period, for example, until the supply of power is stopped.

If the control unit 72 determines in step S11 of FIG. 4 that the vehicle is in the traveling state, the process proceeds to step S41 of FIG. 8. In step S41, the control unit 72 determines whether the vehicle is in the first control state. If the control unit 72 determines in step S41 that the vehicle is in the first control state, the process proceeds to step S13 of FIG. 4. If the control unit 72 does not determine in step S41 that the vehicle is in the first control state, the process proceeds to step S42 of FIG. 8. In step S42, the control unit 72 determines whether the vehicle is in the second control state. If the control unit 72 determines in step S42 that the vehicle is in the second control state, the process proceeds to step S26 of FIG. If the control unit 72 does not determine in step S42 that the vehicle is in the second control state, the process ends.

Fourth Embodiment
A 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 is similar to the control device 70 of the first embodiment except that the control device 70 executes the processes of Figures 9 and 10 instead of the processes of Figures 4 and 5. In the fourth embodiment, the same reference numerals as in the first embodiment are used for configurations common to the first embodiment, and duplicated descriptions will be omitted.

The control unit 72 of the fourth embodiment is configured to control the motor 40 to reduce the assist level at least while the multiple sprockets 48 rotate a predetermined angle when the gear ratio R of the transmission 42 is changed. In this case, the human-powered vehicle 10 may further include a rotation phase detection unit 66, shown by a dashed line in FIG. 2, that detects the rotation phase of the multiple sprockets 48. The rotation phase detection unit 66 includes, for example, a magnetic reed constituting a reed switch, or a magnetic sensor such as a Hall element. The magnetic sensor is configured to detect, for example, the multiple sprockets 48 and a magnet attached to one side of the frame 18 and the multiple sprockets 48 and the other side of the frame 18. The multiple sprockets 48 may be the first rotating body 28 or the second rotating body 30.

Information regarding the predetermined angle is stored in the memory unit 74. At least one of the multiple sprockets 48 has a gear shift promotion area. The predetermined angle is set according to the gear shift promotion area. For example, if at least one sprocket has two gear shift promotion areas, the predetermined angle is an angle greater than or equal to 180 degrees and less than or equal to 360 degrees. The predetermined angle may be set individually for each sprocket included in the multiple sprockets 48.

The process by which the control unit 72 controls the motor 40 and the transmission 42 will be described with reference to Figures 9 and 10. The control unit 72 executes step S51 in Figure 9 instead of the processes of steps S18 and S19 in Figure 4. The control unit 72 executes step S51 in Figure 9 instead of the processes of steps S23 and S24 in Figure 4. The control unit 72 executes step S53 in Figure 10 instead of the processes of steps S31 and S32 in Figure 5. The control unit 72 executes step S54 in Figure 10 instead of the processes of steps S36 and S37 in Figure 5. The processes in Figures 9 and 10 are similar to those in Figures 4 and 5 except for the above processes.

After executing the process of step S17, the control unit 72 proceeds to step S51. In step S51, the control unit 72 determines whether or not at least a plurality of sprockets 48 have rotated a predetermined angle. If at least a plurality of sprockets 48 have rotated a predetermined angle, the control unit 72 proceeds to step S20. If at least a plurality of sprockets 48 have not rotated a predetermined angle, the control unit 72 executes the process of step S51.

After executing the process of step S22, the control unit 72 proceeds to step S52. In step S52, the control unit 72 determines whether or not at least a plurality of sprockets 48 have rotated through a predetermined angle. If at least a plurality of sprockets 48 have rotated through the predetermined angle, the control unit 72 proceeds to step S25. If at least a plurality of sprockets 48 have not rotated through the predetermined angle, the control unit 72 executes the process of step S52.

After executing the process of step S30, the control unit 72 proceeds to step S53. In step S53, the control unit 72 determines whether or not at least a plurality of sprockets 48 have rotated a predetermined angle. If at least a plurality of sprockets 48 have rotated a predetermined angle, the control unit 72 proceeds to step S33. If at least a plurality of sprockets 48 have not rotated a predetermined angle, the control unit 72 executes the process of step S53.

After executing the process of step S35, the control unit 72 proceeds to step S54. In step S54, the control unit 72 determines whether or not at least a plurality of sprockets 48 have rotated through a predetermined angle. If at least a plurality of sprockets 48 have rotated through the predetermined angle, the control unit 72 proceeds to step S38. If at least a plurality of sprockets 48 have not rotated through the predetermined angle, the control unit 72 executes the process of step S54.

<Modification>
The explanations of each embodiment 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 each embodiment are given the same reference numerals as each embodiment, and descriptions thereof are omitted.

- In the third embodiment, the processes of steps S14, S16, S21 to S25, S27, S29, and S34 to S38 may be omitted as in the second embodiment. In this case, in the first control state, the amount of reduction in the assist level when the gear ratio R is changed to increase may be equal to the amount of reduction in the assist level when the gear ratio R is changed to decrease. In this case, in the second control state, the amount of reduction in the assist level when the gear ratio R is changed to increase may be equal to the amount of reduction in the assist level when the gear ratio R is changed to decrease.

- The electric actuator 52 may be omitted. When the electric actuator 52 is omitted, the gear shift operating device 64 and the derailleur 46 are connected by a wire or the like to perform mechanical gear shifting. When the electric actuator 52 is omitted, the human-powered vehicle 10 further includes a motion detection unit. The motion detection unit detects the motion of at least one of the gear shift operating device 64, the wire, and the gear shift device 42. It is preferable that the motion detection unit can also detect the gear stage of the gear shift device 42. For example, when the electric actuator 52 is omitted, the control unit 72 starts controlling the motor 40 according to the output of the motion detection unit.

- In the first, second, and fourth embodiments, when a gear shift command is issued while traveling on an unpaved road, if the control unit 72 determines that the road ahead will switch from unpaved to paved and the period until the start of the gear shift operation is less than the first period, the control unit 72 may control the motor 40 and the transmission 42 for a paved road instead of controlling the motor 40 and the transmission 42 for an unpaved road.

- In the first, second, and fourth embodiments, when a gear shift command is issued while traveling on a paved road, if the control unit 72 determines that the road ahead will switch from paved to unpaved and the period until the start of the gear shift operation is less than the second period, the control unit 72 may control the motor 40 and the transmission 42 for an unpaved road instead of controlling the motor 40 and the transmission 42 for a paved road.

In the third embodiment, when a gear shift command is issued in the second control state, if the control unit 72 determines that the road ahead will switch from a paved road to an unpaved road and the period until the start of the gear shift operation is less than the third period, the control unit 72 may switch from the second control state to the first control state and control the motor 40 and the transmission 42 in the first control state.

In the third embodiment, when a gear shift command is issued in the first control state, if the control unit 72 determines that the road ahead will switch from an unpaved road to a paved road and the period until the start of the gear shift operation is less than the fourth period, the control unit 72 may switch from the first control state to the second control state and control the motor 40 and the transmission 42 in the second control state.

- In the first, second, and fourth embodiments, the control unit 72 may be configured to control the motor 40 so that the assist level when the gear ratio R is changed on a paved road is equal to or lower than the assist level when the gear ratio R is changed on an unpaved road.

- In the first, second, and fourth embodiments, the control unit 72 may be configured to control components for the human-powered vehicle according to the pavement condition of the road. The components for the human-powered vehicle include, for example, at least one of a suspension device and an adjustable seat post.

- In the third embodiment, the control unit 72 may control components for a human-powered vehicle in the first control state differently from components for a human-powered vehicle in the second control state. The components for a human-powered vehicle include, for example, at least one of a suspension device and an adjustable seat post.

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, 14... crank, 40... motor, 42... transmission, 46... derailleur, 48... multiple sprockets, 52... electric actuator, 70... control device, 72... control unit.

Claims (26)

A control device for a human-powered vehicle,
the human-powered vehicle includes a motor that imparts a propulsive force to the human-powered vehicle, and a transmission that changes a gear ratio that is a ratio of a rotational speed of a wheel of the human-powered vehicle to a rotational speed of a crank of the human-powered vehicle,
a controller configured to control the motor;
The control unit is
When the gear ratio is changed, the motor is controlled so as to reduce an assist level by the motor in accordance with a pavement condition of a road on which the human-powered vehicle is traveling ,
The motor is controlled to reduce the assist level when the gear ratio is changed on a paved road,
A control device configured to control the motor to reduce the assist level when the gear ratio is changed on an unpaved road . The control device according to claim 1, wherein the control unit is configured to control the motor so that the amount of reduction in the assist level when the gear ratio is changed on a paved road is different from the amount of reduction in the assist level when the gear ratio is changed on an unpaved road. The control device according to claim 1, wherein the control unit is configured to control the motor so that the amount of decrease in the assist level when the gear ratio is changed on a paved road is equal to or greater than the amount of decrease in the assist level when the gear ratio is changed on an unpaved road. The control device according to claim 2 or 3, wherein the control unit is configured to control the motor so that the amount of reduction in the assist level when the gear ratio is changed to decrease on the paved road is different from the amount of reduction in the assist level when the gear ratio is changed to increase on the paved road. The control device according to claim 4, wherein the control unit is configured to control the motor so that the amount of reduction in the assist level when the gear ratio is changed to decrease on the paved road is greater than the amount of reduction in the assist level when the gear ratio is changed to increase on the paved road. The control device according to any one of claims 2 to 5, wherein the control unit is configured to control the motor so that the amount of reduction in the assist level when the gear ratio is changed to increase on the unpaved road is different from the amount of reduction in the assist level when the gear ratio is changed to decrease on the unpaved road. The control device according to claim 6, wherein the control unit is configured to control the motor so that the amount of decrease in the assist level when the gear ratio is changed to increase on the unpaved road is greater than the amount of decrease in the assist level when the gear ratio is changed to decrease on the unpaved road. the control unit is configured to control the motor so as to increase the assist level after a predetermined period of time has elapsed since the assist level was reduced when the gear ratio is changed;
The control device according to claim 2 , wherein the predetermined period in the case of a paved road is longer than the predetermined period in the case of an unpaved road. The human-powered vehicle further includes an imaging device;
The control device according to claim 1 , wherein the control unit is configured to determine the pavement condition of the road from an image of the road acquired by the imaging device. A control device for a human-powered vehicle,
the human-powered vehicle includes a motor that imparts a propulsive force to the human-powered vehicle, and a transmission that changes a gear ratio that is a ratio of a rotational speed of a wheel of the human-powered vehicle to a rotational speed of a crank of the human-powered vehicle,
A control unit for controlling the motor is provided.
The control unit is
The motor is controlled in a first control state in which control is performed for traveling on a paved road and in a second control state in which control is performed for traveling on an unpaved road,
When the gear ratio is changed in the first control state, the motor is controlled to reduce an assist level by the motor,
a control device configured to control the motor to reduce an assist level by the motor when the gear ratio is changed in the second control state . The control device according to claim 10, wherein the control unit is configured to control the motor so that a decrease in the assist level when the gear ratio is changed in the first control state is equal to or greater than a decrease in the assist level when the gear ratio is changed in the second control state. The control device according to claim 10 or 11, wherein the control unit is configured to control the motor so that the amount of reduction in the assist level when the gear ratio is changed to decrease in the first control state is different from the amount of reduction in the assist level when the gear ratio is changed to increase in the first control state. The control device according to claim 12, wherein the control unit is configured to control the motor so that the amount of reduction in the assist level when the gear ratio is changed to decrease in the first control state is greater than the amount of reduction in the assist level when the gear ratio is changed to increase in the first control state. The control device according to any one of claims 10 to 13, wherein the control unit is configured to control the motor so that the amount of reduction in the assist level when the gear ratio is changed to increase in the second control state is different from the amount of reduction in the assist level when the gear ratio is decreased in the second control state. The control device according to claim 14, wherein the control unit is configured to control the motor so that the amount of reduction in the assist level when the gear ratio is changed to increase in the second control state is greater than the amount of reduction in the assist level when the gear ratio is changed to decrease in the second control state. the control unit is configured to control the motor so as to increase the assist level after a predetermined period of time has elapsed since the assist level was reduced when the gear ratio is changed;
The control device according to claim 10 , wherein the predetermined period when the control state is the first control state is longer than the predetermined period when the control state is the second control state. The human-powered vehicle further includes an imaging device;
17. The control device according to claim 10, wherein the control unit is configured to switch between the first control state and the second control state depending on an image of a road on which the human-powered vehicle is traveling that is acquired by the imaging device. the predetermined period includes a period until a rotation amount of the wheels of the human-powered vehicle reaches a predetermined rotation amount,
The control device according to claim 8 or 16, wherein the predetermined amount of rotation is equal to or greater than 30 degrees and less than 460 degrees. The control device according to any one of claims 1 to 18, wherein the control unit is configured to control the motor so that, when the gear ratio is equal to or greater than a predetermined gear ratio and the gear ratio is changed, the amount of reduction in the assist level is greater than when the gear ratio is less than the predetermined gear ratio and the gear ratio is changed. The control device according to any one of claims 1 to 19, wherein the assist level includes at least one of the ratio of the assist force of the motor to the manual driving force, the upper limit of the motor output, the restriction level of the motor output change when the manual driving force decreases, the increase rate of the motor output when the manual driving force increases, and the motor output. The control device according to any one of claims 1 to 20, wherein the control unit is configured to control the motor to gradually decrease the assist level when the gear ratio is changed. The transmission is operated by an electric actuator;
The control device of claim 1 , wherein the control unit is configured to control the transmission. The control device according to claim 22, wherein the control unit is configured to control the transmission to start a shift operation of the transmission after the assist level is reduced. The control device according to claim 22 or 23, wherein the control unit starts decreasing the assist level when the crank angle falls within a predetermined range when the gear ratio is changed. The transmission includes a derailleur and a plurality of sprockets having a rotation axis and aligned in a direction along which the rotation axis extends.
25. The control device according to claim 1, wherein the control unit is configured to control the motor to reduce the assist level at least while the plurality of sprockets rotate a predetermined angle when the gear ratio of the transmission is changed. The control device according to any one of claims 1 to 25, wherein the control unit is configured to start reducing the assist level depending on the state of the shift operation of the transmission.

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