CN114735125A

CN114735125A - Control device for human-powered vehicle

Info

Publication number: CN114735125A
Application number: CN202111566347.9A
Authority: CN
Inventors: 谢花聪; 井上晓; 樱井信吾
Original assignee: Shimano Inc
Current assignee: Shimano Inc
Priority date: 2020-12-28
Filing date: 2021-12-20
Publication date: 2022-07-12
Also published as: JP7650658B2; JP2022104359A; DE102021132919A1

Abstract

The invention provides a control device for a human-powered vehicle, which can properly control a motor for applying propulsive force to the human-powered vehicle. The control device for a human-powered vehicle is provided with a control unit for controlling a motor for applying a propulsive force to the human-powered vehicle, the human-powered vehicle includes a transmission configured to be provided in a transmission path of a human-powered driving force of the human-powered vehicle and change a gear ratio, when first information relating to a current gear ratio of the transmission and second information relating to the gear ratio corresponding to at least one of a first travel state of the human-powered vehicle and a first travel environment of the human-powered vehicle are different, the control unit executes a first process of increasing at least one of an assist level of the motor, a maximum value of an output of the motor, and an output of the motor, or a second process of decreasing at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor.

Description

Control device for human-powered vehicle

Technical Field

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

Background

For example, a control device for a human-powered vehicle disclosed in patent document 1 controls a motor so that a ratio of a motor assist force to a human-powered driving force reaches a predetermined ratio.

Documents of the prior art

Patent literature

Patent document 1: japanese patent laid-open No. 10-59260.

Disclosure of Invention

Problems to be solved by the invention

An object of the present disclosure is to provide a control device for a human-powered vehicle, which appropriately controls a motor that applies a propulsive force to the human-powered vehicle.

Means for solving the problems

A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, including: a control unit for controlling a motor for applying a propulsive force to the human-powered vehicle, the human-powered vehicle including a transmission configured to, the manual power-driven vehicle is provided on a transmission path of the manual power and changes a transmission ratio, the control portion executes a first process or a second process when first information relating to the current speed change ratio of the transmission and second information relating to the speed change ratio corresponding to at least one of a first traveling state of the human-powered vehicle and a first traveling environment of the human-powered vehicle are different, in the first process, at least one of an assist level of the motor, a maximum value of an output of the motor, and an output of the motor is increased, in the second process, the at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor is decreased.

According to the control device of the first aspect, the first process or the second process is executed based on the current gear ratio and the gear ratio corresponding to at least one of the first traveling state and the first traveling environment, and the motor that applies the propulsive force to the human-powered vehicle can be appropriately controlled.

In the control device according to a second aspect of the first aspect of the present disclosure, when the first information is different from the second information, the control portion executes the first process or the second process in accordance with at least one of a second traveling state of the human-powered vehicle and a second traveling environment of the human-powered vehicle.

According to the control device of the second aspect, the motor that applies the propulsive force to the human-powered vehicle can be controlled more appropriately.

In the control device according to the first aspect or the third aspect of the present disclosure, the control unit is configured to control the transmission, and, when the first information is different from the second information, control the transmission so that the first information matches the second information.

According to the control device of the third aspect, the transmission ratio can be changed to be suitable for at least one of the first traveling state and the first traveling environment.

In the control device according to the first aspect or the fourth aspect of the present disclosure, the control unit is configured to control the transmission, execute a third process of controlling the transmission so that the first information and the second information match each other when the first information is different from the second information, execute the third process after executing the first process when the first process is executed, execute the second process when the first information and the second information match each other, execute the third process after executing the second process when the second process is executed, and execute the first process when the first information and the second information match each other.

According to the control device of the fourth aspect, when at least one of the motor assist level, the maximum value of the output of the motor, and the motor output is increased before the gear shift, at least one of the motor assist level, the maximum value of the output of the motor, and the output of the motor is decreased after the gear shift. According to the control device of the fourth aspect, when at least one of the motor assist level, the maximum value of the output of the motor, and the output of the motor is decreased before the gear shift, at least one of the motor assist level, the maximum value of the output of the motor, and the output of the motor is increased after the gear shift.

In the control device according to the first aspect or the fifth aspect of the present disclosure, the control unit is configured to control the transmission, and to execute a third process of controlling the transmission so that the first information matches the second information when the first information is different from the second information, and to change the order of the first process and the third process or the order of the second process and the third process in accordance with at least one of a third traveling state of the human-powered vehicle and a third traveling environment of the human-powered vehicle when the first information is different from the second information.

According to the control device of the fifth aspect, the motor and the transmission can be controlled in an order suitable for at least one of the third traveling state and the third traveling environment.

A control device according to a sixth aspect of the present disclosure is a control device for a human-powered vehicle, including: and a control unit configured to control a motor and a transmission that apply a propulsive force to a human-powered vehicle, wherein the transmission is provided on a transmission path of the human-powered vehicle and is configured to change a gear ratio, and when both a control state of the motor and the gear ratio are changed, the control unit changes a sequence of a first change process in which the control state of the motor is changed and a second change process in which the gear ratio is changed, in accordance with at least one of a fourth travel state of the human-powered vehicle and a fourth travel environment of the human-powered vehicle.

According to the control device of the sixth aspect, the motor and the transmission can be controlled in a sequence suitable for at least one of the fourth traveling state and the fourth traveling environment.

In the control device according to a seventh aspect of the sixth aspect of the present disclosure, the control portion increases at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor in accordance with a decrease in the vehicle speed of the human-powered vehicle.

According to the control device of the seventh aspect, when the vehicle speed of the human-powered vehicle is reduced, at least one of the motor assist level, the maximum value of the output of the motor, and the output of the motor is increased, so that the load on the rider can be reduced.

In the control device according to an eighth aspect of the sixth aspect of the present disclosure, the control portion decreases at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor in accordance with a decrease in a vehicle speed of the human-powered vehicle.

According to the control device of the eighth aspect, when the vehicle speed of the human-powered vehicle decreases, at least one of the motor assist level, the maximum value of the output of the motor, and the output of the motor decreases, so that the rider can easily stop the human-powered vehicle.

In the control device according to a ninth aspect of any one of the sixth to eighth aspects of the present disclosure, at least one of the fourth traveling state of the human-powered vehicle and the fourth traveling environment of the human-powered vehicle includes information relating to a vehicle speed of the human-powered vehicle.

According to the control device of the ninth aspect, the first change process of changing the motor control state and the second change process of changing the gear ratio can be executed in a sequence suitable for the vehicle speed of the human-powered vehicle.

In the control device according to a tenth aspect of the ninth aspect of the present disclosure, when both the control state of the motor and the speed ratio are changed and the vehicle speed of the human-powered vehicle is reduced, the control unit changes the speed ratio by the transmission after changing the control state of the motor.

According to the control device of the tenth aspect, when the vehicle speed is reduced, the transmission ratio is changed by the transmission after the control state of the motor is changed, and therefore, the load on the rider can be reduced.

In the control device according to an eleventh aspect of the ninth aspect of the present disclosure, when both the control state of the motor and the gear ratio are changed and the vehicle speed of the human-powered vehicle is reduced, the control unit changes the control state of the motor after changing the gear ratio.

According to the control device of the eleventh aspect, when the vehicle speed is reduced, the control state of the motor is changed after the gear ratio is changed, so that the influence of the motor on the shifting operation of the transmission can be reduced.

In the control device according to a tenth or eleventh aspect of the present disclosure, the case where the vehicle speed of the human-powered vehicle is reduced includes a case where a deceleration of the human-powered vehicle in a traveling direction of the human-powered vehicle is equal to or greater than a first deceleration.

According to the control device of the twelfth aspect, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than the first deceleration, the first changing process of changing the motor control state and the second changing process of changing the gear ratio are executed, so that the drivability can be improved.

A control device of a thirteenth aspect of the present disclosure is a control device for a human-powered vehicle, including: the control unit is configured to change the gear ratio by the transmission in a state where an assist level of the motor is reduced or maintained when a first shift condition is satisfied, and to change the gear ratio by the transmission in a state where the assist level of the motor is increased when a second shift condition different from the first shift condition is satisfied.

According to the control device of the thirteenth aspect, the gear ratio can be changed by setting at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor to an appropriate state in each of the case where the first shift condition is satisfied and the case where the second shift condition is satisfied.

In the control device according to a fourteenth aspect of the thirteenth aspect of the present disclosure, a case where the vehicle speed of the human-powered vehicle is reduced satisfies one of the first shift condition and the second shift condition.

According to the control device of the fourteenth aspect, when the vehicle speed decreases, in each of the case where the first shift condition is satisfied and the case where the second shift condition is satisfied, the gear ratio can be changed by setting at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor in an appropriate state.

In the control device according to a thirteenth aspect of the present disclosure or the fifteenth aspect of the fourteenth aspect, at least one of the first shift condition and the second shift condition is satisfied when a deceleration of the human-powered vehicle in a traveling direction of the human-powered vehicle is a second deceleration or greater.

According to the control device of the fifteenth aspect, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than the second deceleration, the gear ratio can be changed by setting the motor in an appropriate control state.

In the control device according to a fourteenth aspect of the present disclosure or a sixteenth aspect of the fifteenth aspect, the other of the first shifting condition and the second shifting condition is satisfied if the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is smaller than a second deceleration.

According to the control device of the sixteenth aspect, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is smaller than the second deceleration, the gear ratio can be changed by setting the motor to an appropriate control state.

In a seventeenth aspect of the present disclosure, the control unit is configured to control a component for the human-powered vehicle, the component including at least one of a suspension device and an adjustable seat post, based on information relating to a vehicle speed of the human-powered vehicle.

According to the control device of the seventeenth aspect, at least one of the at least one suspension device and the adjustable seatpost can be controlled based on information related to a speed of the human-powered vehicle.

In the control device according to an eighteenth aspect of the seventeenth aspect of the present disclosure, the assembly includes the at least one suspension device including a front suspension device, and the control portion controls the front suspension device so as to increase a stiffness of the front suspension device when a deceleration of the human-powered vehicle in a traveling direction of the human-powered vehicle is a third deceleration or more.

According to the eighteenth aspect of the present invention, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or higher than the third deceleration, the rigidity of the front suspension device increases, and therefore the posture of the human-powered vehicle is easily stabilized.

In the control device according to a nineteenth aspect of the eighteenth aspect of the present disclosure, the module includes the adjustable seat lever, and the control portion controls the adjustable seat lever so as to decrease the length of the adjustable seat lever when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a fourth deceleration.

According to the control device of the nineteenth aspect, when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than the fourth deceleration, the length of the adjustable seat post is reduced, so that the rider can easily land his or her feet.

Effects of the invention

The control device for a human-powered vehicle according to the present disclosure can appropriately control a motor.

Drawings

FIG. 1 is a side view of a human-powered vehicle including a control apparatus for a human-powered vehicle of a first embodiment;

fig. 2 is a block diagram showing an electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment;

fig. 3 is a flowchart of a process of controlling the motor and the transmission executed by the control portion of fig. 2;

fig. 4 is a flowchart of a process of controlling the motor and the transmission executed by the control unit of the second embodiment;

fig. 5 is a flowchart of a process of controlling the motor and the transmission executed by the control unit of the third embodiment;

fig. 6 is a flowchart of a process of controlling the motor and the transmission executed by the control unit of the fourth embodiment;

fig. 7 is a block diagram showing an electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle according to a fifth embodiment;

fig. 8 is a flowchart of a process of controlling the suspension device executed by the control section of fig. 7;

fig. 9 is a flowchart of a process of controlling the seatable lever executed by the control part of fig. 7.

Detailed Description

< first embodiment >

A control device 70 for a human-powered vehicle according to a first embodiment will be described with reference to fig. 1 to 3. The human-powered vehicle 10 is a vehicle having at least one wheel and being drivable at least by a human-powered driving force H. The human-powered vehicle 10 includes various bicycles such as a mountain bike, a road bike, a city bike, a cargo bike, a hand bike, and a recumbent bike. The number of wheels of the human-powered vehicle 10 is not limited. The human powered vehicle 10 also includes vehicles having, for example, one wheel or more than three wheels. The human-powered vehicle 10 is not limited to a vehicle driven by only the human-powered driving force H. The human-powered vehicle 10 includes an electric bicycle (E-bike) that is propelled not only by a human-powered driving force H but also by a driving force of an electric motor. Electric bicycles include electric-assisted bicycles that assist propulsion with an electric motor. Hereinafter, in the embodiment, the human-powered vehicle 10 is described as an electric-assisted bicycle and a mountain bike.

The human-powered vehicle 10 includes a crank 12 to which a human-powered driving force H is input. The human powered vehicle 10 also includes at least one wheel 14 and a body 16. The at least one wheel 14 includes a rear wheel 14A and a front wheel 14B. The vehicle body 16 includes a frame 18. The crank 12 includes: an input shaft 12A rotatable with respect to the frame 18, a first crank arm 12B provided at a first end portion in the axial direction of the input shaft 12A, and a second crank arm 12C provided at a second end portion in the axial direction of the input shaft 12A. In the present embodiment, the input shaft 12A is a crankshaft. The first crank arm 12B is coupled to the first pedal 20A. The second pedal 20B is coupled to the second crank arm 12C.

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

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

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

The human powered vehicle 10 also includes a battery 36. The battery 36 includes one or more battery elements. The battery element includes a rechargeable battery. The battery 36 is configured to supply electric power to the control device 70. Preferably, the battery 36 is communicably connected with the control section 72 of the control device 70 via a cable or a wireless communication device. The battery 36 can communicate with the control unit 72 by, for example, Power Line Communication (PLC), can (controller Area network), or UART (Universal Asynchronous Receiver/Transmitter).

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

The motor 38 is provided to the housing 40A. Housing 40A is provided to frame 18. The housing 40A is detachably mounted to the frame 18, for example. The transmission unit 40 includes a motor 38 and a housing 40A in which the motor 38 is disposed. The transmission unit 40 may also be provided with a speed reducer connected to the output shaft of the motor 38. In the present embodiment, the housing 40A rotatably supports the input shaft 12A. In the present embodiment, it is preferable that a third one-way clutch is provided in the power transmission path between the motor 38 and the input shaft 12A, and the third one-way clutch suppresses the transmission of the rotational force of the crank 12 to the motor 38 when the input shaft 12A is rotated in the direction in which the vehicle 10 is manually driven to advance. When the motor 38 is provided on at least one of the rear wheel 14A and the front wheel 14B, the motor 38 may be provided on a hub and constitute a hub motor together with the hub.

The control device 70 includes a control section 72. The control unit 72 includes a processing unit that executes a predetermined control program. The operation 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 device included in the control unit 72 may be provided at a plurality of positions separated from each other. For example, a part of the arithmetic processing unit is provided in the human-powered vehicle 10, and another part of the arithmetic processing unit is provided in a server connected to the internet. When the arithmetic processing device is provided at a plurality of locations separated from each other, the respective portions of the arithmetic processing device are communicably connected to each other by the wireless communication device. The control section 72 may also include one or more microcomputers.

Preferably, the control device 70 further includes a memory portion 74. The storage unit 74 stores a control program and information for controlling the processing. The storage unit 74 includes, for example, a nonvolatile memory and a volatile memory. The nonvolatile Memory includes at least one of ROM (Read-Only Memory), eprom (Erasable Programmable Read-Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory), and flash Memory, for example. Volatile memory includes, for example, ram (random access memory).

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

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

The vehicle speed sensor 42 is configured to detect information related to a vehicle speed V of the human-powered vehicle 10. In the present embodiment, the vehicle speed sensor 42 is configured to detect information on the rotation speed CW of at least one wheel 14 of the human-powered vehicle 10. For example, the vehicle speed sensor 42 is configured to detect a magnet provided on at least one wheel 14 of the human-powered vehicle 10. For example, the vehicle speed sensor 42 is configured to output a detection signal a predetermined number of times during one rotation of one wheel 14 of the at least one wheel 14. The predetermined number of times is, for example, one. The vehicle speed sensor 42 outputs a signal corresponding to the rotation speed CW of the wheels 14. The control unit 72 can calculate the vehicle speed V of the human-powered vehicle 10 based on the signal corresponding to the rotation speed CW of the wheel 14 and the information on the circumferential length of the wheel 14. The storage unit 74 stores information relating to the circumferential length of the wheel 14.

The vehicle speed sensor 42 includes, for example, a magnetic sensor such as a magnetic reed or a hall element constituting a reed switch. The vehicle speed sensor 42 may be attached to the rear under fork of the frame 18 of the human-powered vehicle 10 to detect a magnet attached to the rear wheel 14A, or may be attached to the front fork 30 to detect a magnet attached to the front wheel 14B. In the present embodiment, the vehicle speed sensor 42 is configured such that the reed switch detects the magnet once when the wheel 14 rotates once. The vehicle speed sensor 42 may be any configuration as long as it can acquire information on the vehicle speed V of the human-powered vehicle 10, and is not limited to a configuration for detecting a magnet provided on the wheel 14, and may be a configuration for detecting a slit provided on a disc brake, a configuration including an optical sensor or the like, or a configuration including a gps (global Positioning system) receiver. When the vehicle speed sensor 42 includes a GPS receiver, the control unit 72 can calculate the vehicle speed V from the time and the travel distance. The vehicle speed sensor 42 is connected to the control unit 72 via a wireless communication device or a cable.

The crank rotation sensor 44 is configured to detect information related to the rotation speed NC of the input shaft 12A. The crank rotation sensor 44 is provided, for example, to the frame 18 of the human-powered vehicle 10 or the transmission unit 40. The crank rotation sensor 44 may also be provided to the housing 40A of the transmission unit 40. The crank rotation sensor 44 is configured to include a magnetic sensor that outputs a signal according to the intensity of the magnetic field. The ring magnet whose magnetic field strength changes in the circumferential direction is provided in the input shaft 12A, a member that rotates in conjunction with the input shaft 12A, or a power transmission path from the input shaft 12A to the first rotating body 24. The component that rotates in tandem with input shaft 12A may also comprise the output shaft of motor 38.

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

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

The torque sensor is provided at or near a member included in the power transmission path. The power transmission path includes, for example, an input shaft 12A, a member that transmits the manual driving force H between the input shaft 12A and the first rotating body 24, crank

arms

12B, 12C, or pedals 20A, 20B. The manual driving force detection unit 46 is connected to the control unit 72 via a wireless communication device or a cable. The manual driving force detecting unit 46 may have any configuration as long as it can acquire information on the manual driving force H, and may include, for example, a sensor for detecting the pressure applied to the pedals 20A and 20B, a sensor for detecting the chain tension, and the like.

The control unit 72 is configured to control the motor 38 that applies the propulsive force to the human-powered vehicle 10. Preferably, the control unit 72 is configured to control the motor 38 based on a human-powered driving force H input to the human-powered vehicle 10. The human motive force H may be represented by torque, or may be represented by power.

For example, the control unit 72 is configured to control the motor 38 such that the assist level a of the motor 38 is a predetermined assist level a. The assist level a includes a ratio of the assist force of the motor 38 to the manual driving force H or a ratio of the assist force of the motor 38 to the rotation speed of the crank 12. The ratio of the assist force of the motor 38 to the human-powered driving force H is sometimes referred to as an assist ratio. For example, the control unit 72 is configured to control the motor 38 such that the ratio of the assist force of the motor 38 to the human driving force H is a predetermined ratio. The manual driving force H corresponds to a propulsive force generated by the user rotating the crank 12 to the manual driving vehicle 10. The assist force corresponds to a propulsive force generated by the motor 38 to propel the vehicle 10 by human power. The predetermined ratio is not fixed, and may be changed, for example, in accordance with the human-powered driving force H, in accordance with the rotation speed NC of the input shaft 12A, in accordance with the vehicle speed V, or in accordance with any two or all of the human-powered driving force H, the rotation speed NC of the input shaft 12A, and the vehicle speed V.

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

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

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

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

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

The control unit 72 may be configured to calculate the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 based on the output of the acceleration detection unit 48. The larger the value of the deceleration D, the larger the deceleration width. The larger the deceleration D, the larger the reduction width of the vehicle speed V of the human-powered vehicle 10.

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

In the case where the transmission 56 includes a front derailleur, the transmission 56 includes the first rotating body 24 and the first rotating body 24 includes a plurality of front sprockets. In the case where the transmission 56 includes a rear derailleur, the transmission 56 includes the second rotating body 26, and the second rotating body 26 includes a plurality of rear sprockets. The transmission 56 includes an electrically variable transmission configured to be operated by an actuator. The actuator comprises an electric actuator. The actuator comprises, for example, an electric motor. The relationship among the gear ratio R, the rotation speed NW of the drive wheels, and the rotation speed NC of the input shaft 12A is expressed by equation (1).

Formula (1): gear ratio R equals rotational speed NW/rotational speed NC

The rotation speed NW of the drive wheel and the rotation speed NC of the input shaft 12A may be rotation speeds per unit time. It is also possible to replace the rotational speed NW of the drive wheel with the number of teeth of the front sprocket and the rotational speed NC of the input shaft 12A with the number of teeth of the rear sprocket.

The control unit 72 controls the motor 38 based on first information relating to the current speed ratio R of the transmission 56 and second information relating to the speed ratio R corresponding to at least one of the first traveling state of the human-powered vehicle 10 and the first traveling environment of the human-powered vehicle 10. The first traveling state includes, for example, at least one of a vehicle speed V of the human-powered vehicle 10, an acceleration of the human-powered vehicle 10 in a traveling direction of the human-powered vehicle 10, and a rotation speed of the crank 12. The first driving environment includes at least one of the gradient, weather, humidity, and brightness of the driving road of the human-powered vehicle 10. The storage unit 74 stores third information corresponding to the speed ratio R in at least one of the first traveling state and the first traveling environment. The third information includes, for example, a table. The control unit 72 specifies the second information from the third information stored in the storage unit 74. Table 1 shows an example of the third information. Table 1 shows a transmission whose transmission ratio can be changed in 7 steps. In Table 1, V1 < V2 < V3 < V4 < V5 < V6 < V7. In Table 1, R1 < R2 < R3 < R4 < R5 < R6 < R7.

(Table 1)

Speed V of human-powered vehicle 10	Speed ratio R
		0 or more and less than V1	R1
V1 or more and less than V2	R2
		V2 or more and less than V3	R3
V4 is more than V3 and less than V	R4
		V5 is more than V4 and less than V	R5
V5 or more and less than V6	R6
		V6 or more and less than V7	R7

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

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

Preferably, when the first information is different from the second information, the control unit 72 executes the first process or the second process in accordance with at least one of the second traveling state of the human-powered vehicle 10 and the second traveling environment of the human-powered vehicle 10. Preferably, the second running state is the same as the first running state. Preferably, the second driving environment is the same as the first driving environment. When the first information is different from the second information, the control unit 72 executes the first process or the second process in accordance with at least one of the first traveling state of the human-powered vehicle 10 and the first traveling environment of the human-powered vehicle 10.

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

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

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

In step S11, the control unit 72 determines whether or not the first information and the second information are different. When the first information is the same as the second information, the control unit 72 ends the process. When the first information is different from the second information, the control unit 72 proceeds to step S12.

In step S12, the control unit 72 determines whether or not to execute the first process. When the first process is executed, the control unit 72 proceeds to step S13. In the present embodiment, for example, when the speed ratio R corresponding to the first information is smaller than the speed ratio R corresponding to the second information, the control unit 72 executes the first process. In this case, the motor assist force is suppressed from being insufficient when the human-powered vehicle 10 is suddenly decelerated. For example, the control unit 72 may execute the first process when the speed ratio R corresponding to the first information is larger than the speed ratio R corresponding to the second information. In this case, even if the actual speed ratio R is larger than the ideal speed ratio R, the load on the rider can be prevented from increasing.

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

In step S16, the control section 72 executes the second process, and then ends the process. Preferably, in step S16, the control unit 72 decreases at least one of the assist level a of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 to at least one of the assist level a of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 before the second processing in step S13 is executed. Preferably, in step S16, the control unit 72 decreases at least one of the assist level a of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 to at least one of the assist level a of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 before the second processing in step S13 is executed.

In step S12, if the first process is not executed, control unit 72 proceeds to step S18. In step S18, the control section 72 executes the second process, and then proceeds to step S19. In step S19, the control section 72 executes the third processing, and then proceeds to step S20. In step S20, the control unit 72 determines whether or not the first information matches the second information. If the first information does not match the second information, the control unit 72 executes the process of step S20 again. If the first information matches the second information, the control unit 72 proceeds to step S21.

In step S21, the control section 72 executes the first process, and then ends the process. Preferably, in step S21, the control unit 72 increases at least one of the assist level a of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 to at least one of the assist level a of the motor 38, the maximum value Mmax of the output M of the motor 38, and the output M of the motor 38 before the second processing in step S18 is executed.

< second embodiment >

A control device 70 according to a second embodiment will be described with reference to fig. 2 and 4. The control device 70 of the second embodiment has the same configuration as the control device 70 of the first embodiment, except that the process of the flowchart of fig. 4 is executed instead of the process of the flowchart of fig. 3. Therefore, the same reference numerals as those in the first embodiment are given to the same components as those in the first embodiment in the control device 70 of the second embodiment, and redundant description thereof will be omitted.

In the present embodiment, the control unit 72 is configured to execute the third process of controlling the transmission 56 so that the first information matches the second information when the first information is different from the second information, and to change the order of the first process and the third process or the order of the second process and the third process in accordance with at least one of the third traveling state of the human-powered vehicle 10 and the third traveling environment of the human-powered vehicle 10 when the first information is different from the second information.

Preferably, at least one of the third traveling state of the human-powered vehicle 10 and the third traveling environment of the human-powered vehicle 10 includes information on the vehicle speed V of the human-powered vehicle 10. When both the control state of the motor 38 and the speed ratio R are changed and the vehicle speed V of the human-powered vehicle 10 is reduced, the control unit 72 may change the speed ratio R after changing the control state of the motor 38. When both the control state of the motor 38 and the speed ratio R are changed and the vehicle speed V at which the vehicle 10 is driven by human power is reduced, the control unit 72 may change the control state of the motor 38 after changing the speed ratio R. Preferably, the case where the vehicle speed V of the human-powered vehicle 10 decreases includes a case where the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is equal to or greater than the first deceleration D1. The first deceleration D1 is preferably 3 km/h/sec or more and 8.5 km/h/sec or less. For example, the first deceleration D1 is set according to the deceleration D in the case where the running road on which the vehicle 10 is driven by human power is suddenly changed from a downhill to an uphill. Preferably, the case where the vehicle speed V at which the vehicle 10 is manually driven decelerates may include a case where the vehicle speed V is not less than the first deceleration D1 and not more than the fifth deceleration D5. Fifth deceleration D5 is greater than first deceleration D1. For example, the fifth deceleration D5 is 4 km/h/sec or more and 7 km/h/sec or less.

For example, when the first process and the third process are executed, the control unit 72 is configured to execute the third process after executing the first process when the deceleration D is equal to or greater than the first deceleration D1, and execute the first process after executing the third process when the deceleration D is smaller than the first deceleration D1. For example, when the first process and the third process are executed and the transmission 56 is controlled so that the gear ratio R decreases, the control unit 72 is configured to execute the third process after executing the first process when the deceleration D is equal to or greater than the first deceleration D1, and execute the first process after executing the third process when the deceleration D is smaller than the first deceleration D1.

For example, when the second and third processes are executed, the control unit 72 is configured to execute the second process after executing the third process when the deceleration D is equal to or greater than the first deceleration D1, and execute the third process after executing the second process when the deceleration D is smaller than the first deceleration D1.

Referring to fig. 4, a process in which the control unit 72 controls the motor 38 and the transmission 56 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 S31 of the flowchart shown in fig. 4. For example, when the flowchart of fig. 4 ends, control unit 72 repeats the processing from step S31 after a predetermined period until the supply of electric power stops.

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

In step S32, the control unit 72 determines whether or not to execute the first process. When the first process is executed, the control unit 72 proceeds to step S33. In the present embodiment, for example, when the speed ratio R corresponding to the first information is smaller than the speed ratio R corresponding to the second information, the control unit 72 executes the first process. In this case, the shortage of the assisting force of the motor 38 when the human-powered vehicle 10 is suddenly decelerated is suppressed. For example, the control unit 72 may execute the first process when the speed ratio R corresponding to the first information is larger than the speed ratio R corresponding to the second information. In this case, even if the actual speed ratio R is larger than the ideal speed ratio R, the increase in the load on the rider can be suppressed.

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

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

In step S35, the control unit 72 determines whether or not the first information matches the second information. If the first information does not match the second information, the control unit 72 executes the process of step S35 again. If the first information matches the second information, the control unit 72 proceeds to step S36. In step S36, the control section 72 executes the second process, and then ends the process. The processing of step S36 is the same as step S16 of fig. 3, and therefore, description thereof is omitted.

In step S32, in the case where the first process is not executed, the control section 72 proceeds to step S37. In step S37, the control unit 72 determines the order of the second processing and the third processing based on at least one of the third traveling state and the third traveling environment, and then proceeds to step S38.

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

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

In step S40, the control section 72 executes the first process, and then ends the process. The processing of step S36 is the same as step S21 of fig. 3, and therefore, description thereof is omitted.

< third embodiment >

A control device 70 according to a third embodiment will be described with reference to fig. 2 and 5. The control device 70 of the third embodiment has the same configuration as the control device 70 of the third embodiment except that the process of the flowchart of fig. 5 is executed instead of the process of the flowchart of fig. 3. Therefore, the same reference numerals as those in the first and second embodiments are given to the same components of the control device 70 of the third embodiment as those in the first and second embodiments, and redundant description thereof is omitted.

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

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

For example, when changing both the control state of the motor 38 and the speed ratio R, the control unit 72 may decrease at least one of the assist level a of the motor 38, the maximum value of the output M of the motor 38, and the output M of the motor 38 in accordance with a decrease in the vehicle speed V at which the vehicle 10 is driven by human power.

Preferably, at least one of the fourth traveling state of the human-powered vehicle 10 and the fourth traveling environment of the human-powered vehicle 10 includes information on the vehicle speed V of the human-powered vehicle 10. When both the control state of the motor 38 and the gear ratio R are changed and the vehicle speed V of the human-powered vehicle 10 is reduced, the control unit 72 changes the gear ratio R using the transmission 56 after changing the control state of the motor 38. Preferably, the control unit 72 changes the control state of the motor 38 after changing the gear ratio R when the vehicle speed V of the human-powered vehicle 10 decreases while changing both the control state of the motor 38 and the gear ratio R. Preferably, the case where the vehicle speed V of the human-powered vehicle 10 decreases includes a case where the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is equal to or greater than the first deceleration D1.

For example, when the first change process and the second change process are executed, the control unit 72 is configured to execute the second change process after executing the first change process when the deceleration D is equal to or greater than the first deceleration D1, and execute the first change process after executing the second change process when the deceleration D is smaller than the first deceleration D1. For example, when the first change process and the second change process are executed and the transmission 56 is controlled to reduce the gear ratio R, the control unit 72 is configured to execute the second change process after executing the first change process when the deceleration D is equal to or greater than the first deceleration D1, and execute the first change process after executing the second change process when the deceleration D is smaller than the first deceleration D1.

Referring to fig. 5, a process in which the control unit 72 controls the motor 38 and the transmission 56 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 S41 of the flowchart shown in fig. 5. When the flowchart of fig. 5 ends, control unit 72 repeats the processing from step S41 after a predetermined period until the power supply is stopped.

In step S41, the control unit 72 determines whether or not to change both the control state of the motor 38 and the speed ratio R. The control unit 72 ends the process when both the control state of the motor 38 and the speed ratio R are not changed or when only one of the control state of the motor 38 and the speed ratio R is changed.

When the control state of the motor 38 and the speed change ratio R are changed in step S41, the control unit 72 proceeds to step S42. In step S42, the control unit 72 determines the order of the first change process and the second change process based on at least one of the fourth traveling state and the fourth traveling environment, and then proceeds to step S43.

In step S43, the control unit 72 executes the first change process and the second change process in accordance with the order determined in step S42. In step S43, after the control unit 72 starts the second change processing, if the first information matches the second information, the control state of the motor 38 can be changed so that the control state of the motor 38 before the first change processing is executed is changed.

In the present embodiment, the deceleration D may be replaced with deceleration energy.The deceleration energy is 1/2 XMXV²And (4) showing. M may be the weight of the human-powered vehicle 10 or may be the sum of the weight of the human-powered vehicle 10 and the rider's weight. Information relating to the weight of the human-powered vehicle 10 or information relating to the total value of the weight of the human-powered vehicle 10 and the weight of the rider is stored in the storage unit 74. The first deceleration D1 and the fifth deceleration D5 are changed to values corresponding to deceleration energy. For example, in the case of deceleration from the speed 10km per hour and the case of deceleration from the speed 35km per hour, the deceleration energy differs even if the deceleration D is equal, and therefore the control portion 72 may change the order of the first process and the third process or the order of the second process and the third process using the deceleration energy.

< fourth embodiment >

A control device 70 according to a fourth embodiment will be described with reference to fig. 2 and 6. The control device 70 of the fourth embodiment has the same configuration as the control device 70 of the first embodiment, except that the process of the flowchart of fig. 6 is executed instead of the process of the flowchart of fig. 3. Therefore, the same reference numerals as in the first, second, and third embodiments are given to the same components of the control device 70 of the fourth embodiment as in the first, second, and third embodiments, and redundant description thereof is omitted.

In the present embodiment, the control unit 72 is configured to control the motor 38 and the transmission 56. When the first shift condition is satisfied, the control unit 72 changes the speed ratio R by the transmission 56 while the assist level of the motor 38 is reduced or while the assist level of the motor 38 is maintained. When a second shift condition different from the first shift condition is satisfied, the control portion 72 changes the gear ratio R through the transmission 56 while increasing the assist level a of the motor 38.

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

Referring to fig. 6, a process in which the control unit 72 controls the motor 38 and the transmission 56 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 S51 of the flowchart shown in fig. 6. When the flowchart of fig. 6 ends, control unit 72 repeats the processing from step S51 after a predetermined period until the power supply is stopped.

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

In step S53, when the assist level a is to be decreased and the change of the gear ratio R is completed, the control unit 72 may increase the assist level a. Preferably, in step S53, when the assist level a is to be decreased, the control unit 72 returns the assist level a to the assist level a before the decrease when the change of the gear ratio R is completed.

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

In step S55, when the assist level a is increased and the change of the gear ratio R is completed, the control unit 72 may decrease the assist level a. Preferably, in step S55, when the assist level a is increased, the control unit 72 returns the assist level a to the assist level a before the increase when the change of the gear ratio R is completed. Preferably, in step S55, when the change of the gear ratio R is completed in the case of increasing the assist level a, the control unit 72 returns the assist level a to the assist level a immediately before the increase.

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

< fifth embodiment >

A control device 70 according to a fifth embodiment will be described with reference to fig. 7 to 9. The control device 70 of the fifth embodiment has the same configuration as the control device 70 of any of the first to fourth embodiments, except that the control device executes the processing of at least one flowchart of fig. 8 and 9 in addition to the processing of any flowchart of fig. 3, 4, 5, and 6. Therefore, the same reference numerals as those in the first to fourth embodiments are given to the same components as those in the first to fourth embodiments in the control device 70 of the fifth embodiment, and redundant description thereof is omitted.

The control unit 72 is configured to control the module 60 for the human-powered vehicle based on information on the vehicle speed V of the human-powered vehicle 10. The assembly 60 includes at least one of at least one suspension device 62 and an adjustable seat post 64.

The suspension device 62 includes an electric actuator for operating the suspension device 62. The suspension device 62 further includes a drive circuit that controls the power applied to the electric actuator. The electric actuator includes an electric motor. The electric motor comprised by the electric actuator may also be replaced by a solenoid. The drive circuit drives the electric actuator in accordance with a control signal from the control section 72.

The suspension device 62 includes at least one of a rear suspension device and a front suspension device 62A. The suspension device 62 serves to absorb the shock applied to the wheel 14. The suspension device 62 may be a hydraulic suspension or an air suspension. The suspension device 62 includes a first portion, and a second portion embedded in the first portion and movable relative to the first portion. The operating state of the suspension device 62 includes, for example: a locked state in which relative movement of the first and second portions is restricted; and an unlocked state allowing relative movement of the first portion and the second portion. The electric actuator is used to switch the operating state of the suspension device 62. The locked state of the suspension device 62 may include a state in which the first portion and the second portion are slightly moved relative to each other when the wheel 14 is subjected to a strong force. The operating state of the suspension device 62 may include at least one of a plurality of operating states with different damping forces and a plurality of operating states with different stroke amounts instead of the locked state and the unlocked state, or include at least one of a plurality of operating states with different damping forces and a plurality of operating states with different stroke amounts in addition to the locked state and the unlocked state.

The rear suspension device is configured to be provided to a frame 18 of the human powered vehicle 10. The rear suspension is interposed between the frame body of the frame 18 and the swing arms that support the rear wheels 14A. The rear suspension device serves to absorb an impact applied to the rear wheel 14A. The front suspension device 62A is provided between the frame 18 and the front wheel 14B of the human-powered vehicle 10. The front suspension is disposed at the front fork 30. The front suspension device 62A serves to absorb an impact applied to the front wheel 14B.

The adjustable seatpost 64 includes an electric actuator. The adjustable seatpost 64 also includes a drive circuit that controls the power applied to the electric actuator. The electric actuator includes an electric motor. The electric motor comprised by the electric actuator may also be replaced by a solenoid. The drive circuit drives the electric actuator in accordance with a control signal from the control section 72. The adjustable seat post 64 is provided in the seat tube and changes the height of the seat. The adjustable seat post 64 includes an electric seat post that extends and contracts by a force of an electric actuator, or a mechanical seat post that extends and contracts by a force of at least one of a spring and air by using a force control valve of the electric actuator. The mechanical seat post comprises a hydraulic seat post or a hydraulic and pneumatic seat post.

In the case where the assembly 60 includes at least one suspension device 62, for example, at least one suspension device 62 includes a front suspension device 62A, and the control portion 72 controls the front suspension device 62A so as to increase the stiffness of the front suspension device 62A when the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is equal to or greater than the third deceleration D3. For example, third deceleration D3 is equal to first deceleration D1. The value of third deceleration D3 may also be greater than first deceleration D1.

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

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

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

In the case where the module 60 includes the adjustable seat lever 64, for example, if the deceleration D of the human-powered vehicle 10 in the traveling direction of the human-powered vehicle 10 is equal to or greater than the fourth deceleration D4, the control unit 72 controls the adjustable seat lever 64 so as to reduce the length of the adjustable seat lever 64. For example, fourth deceleration D4 is equal to first deceleration D1. The value of fourth deceleration D4 may also be greater than first deceleration D1.

Referring to fig. 9, a process in which the control unit 72 controls the adjustable seat post 64 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 S63 of the flowchart shown in fig. 9. When the flowchart of fig. 9 ends, control unit 72 repeats the processing from step S63 after a predetermined period until the power supply is stopped.

In step S63, the control unit 72 determines whether the deceleration D is equal to or greater than the fourth deceleration D4. When deceleration D is not equal to or greater than fourth deceleration D4, control unit 72 ends the process. When deceleration D is equal to or greater than fourth deceleration D4, control unit 72 proceeds to step S64. In step S64, the control unit 72 controls the adjustable seat lever 64 so as to decrease the length of the adjustable seat lever 64, and then ends the process.

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

< modification example >

The description related to the embodiment is an example of a mode that can be adopted by the control device for a human-powered vehicle according to the present invention, and is not intended to limit the mode. The control device for a human-powered vehicle according to the present disclosure may be configured by combining at least two modifications of the following embodiments, for example. In the following modifications, the same reference numerals as in the embodiments are given to the common parts with the embodiments, and the description thereof is omitted.

Instead of step S15 of fig. 3, the control unit 72 may determine yes when a predetermined first period has elapsed after the start of the first process or the third process. Instead of step S35 in fig. 4, the control unit 72 may determine yes when a predetermined first period has elapsed after the first process or the third process is started.

Instead of or in addition to at least one of step S20 in fig. 3 and step S40 in fig. 4, the control unit 72 may determine yes when a predetermined second period has elapsed after the second process or the third process is started. Instead of or in addition to at least one of step S20 of fig. 3 and step S40 of fig. 4, the control unit 72 may determine that "yes" when a predetermined second period has elapsed after the start of the second process or the third start process.

The processing of the flowcharts of fig. 8 and 9 in the fifth embodiment may be executed independently of the processing of the first to fourth embodiments.

The expression "at least one" as used in this specification means that the desired option is "more than one". As one example, in the case where the number of options is two, "at least one" as used in the present specification means "only one option" or "both options". As another example, when the number of options is three or more, "at least one" as used in the present specification means "only one option" or "a combination of two or more arbitrary options".

Description of the symbols:

10 … manually powered vehicle; a 38 … motor; 56 … speed change gear; a 60 … component; 62 … suspension means; 62a … front suspension arrangement; 64 … adjustable seat post; 70 … control device; 72 … control unit.

Claims

1. A control device for a human-powered vehicle, comprising:

a control section for controlling a motor that applies a propulsive force to the human-powered vehicle,

the human-powered vehicle comprises a speed changer,

the transmission is provided on the manual-power-driven vehicle on a transmission path of the manual power and is configured to change a gear ratio,

the control portion executes a first process or a second process when first information relating to the current speed change ratio of the transmission and second information relating to the speed change ratio corresponding to at least one of a first traveling state of the human-powered vehicle and a first traveling environment of the human-powered vehicle are different,

in the first process, at least one of an assist level of the motor, a maximum value of an output of the motor, and an output of the motor is increased,

in the second process, the at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor is decreased.

2. The control device according to claim 1,

when the first information is different from the second information, the control unit executes the first process or the second process in accordance with at least one of a second traveling state of the human-powered vehicle and a second traveling environment of the human-powered vehicle.

3. The control device according to claim 1 or 2,

the control unit is configured to control the transmission,

and controlling the transmission so that the first information and the second information are matched when the first information and the second information are different.

4. The control device according to claim 1 or 2,

the control unit is configured to control the transmission,

performing a third process of controlling the transmission in such a manner that the first information coincides with the second information in a case where the first information is different from the second information,

executing the third processing after the first processing is executed in a case where the first processing is executed, executing the second processing if the first information and the second information match,

and executing the third processing after the second processing is executed when the second processing is executed, and executing the first processing when the first information is identical to the second information.

5. The control device according to claim 1 or 2,

the control unit is configured to control the transmission,

when the first information is different from the second information, the order of the first process and the third process, or the order of the second process and the third process is changed in accordance with at least one of a third traveling state of the human-powered vehicle and a third traveling environment of the human-powered vehicle.

6. A control device for a human-powered vehicle, comprising:

a control unit configured to control a motor for applying a propulsive force to a human-powered vehicle and a transmission for changing a gear ratio, the transmission being provided on a transmission path of the human-powered vehicle,

when both the control state of the motor and the gear ratio are changed, the control unit changes the order of a first change process in which the control state of the motor is changed and a second change process in which the gear ratio is changed, in accordance with at least one of a fourth travel state of the human-powered vehicle and a fourth travel environment of the human-powered vehicle.

7. The control device according to claim 6,

the control unit increases at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor in accordance with a decrease in the vehicle speed of the human-powered vehicle.

8. The control device according to claim 6,

the control unit reduces at least one of the assist level of the motor, the maximum value of the output of the motor, and the output of the motor in accordance with a reduction in the vehicle speed of the human-powered vehicle.

9. The control device according to any one of claims 6 to 8,

at least one of a fourth driving state of the human-powered vehicle and a fourth driving environment of the human-powered vehicle includes information relating to a vehicle speed of the human-powered vehicle.

10. The control device according to claim 9,

when both the control state of the motor and the gear ratio are changed and the vehicle speed of the human-powered vehicle is reduced, the control unit changes the gear ratio by the transmission after changing the control state of the motor.

11. The control device according to claim 9,

when both the control state of the motor and the gear ratio are changed and the vehicle speed of the human-powered vehicle is reduced, the control unit changes the control state of the motor after changing the gear ratio.

12. The control device according to claim 10 or 11,

the case where the vehicle speed of the human-powered vehicle is reduced includes a case where a deceleration of the human-powered vehicle in a traveling direction of the human-powered vehicle is equal to or greater than a first deceleration.

13. A control device for a human-powered vehicle, comprising:

a control unit configured to control a motor for applying a propulsive force to a human-powered vehicle, and a transmission for changing a speed ratio, the transmission being provided on a transmission path for a human-powered force in the human-powered vehicle,

the control unit is configured to control the operation of the motor,

changing the gear ratio by the transmission in a state where the assist level of the motor is reduced or in a state where the assist level of the motor is maintained, when a first shift condition is satisfied,

the transmission changes the gear ratio in a state where the assist level of the motor is increased when a second shift condition different from the first shift condition is satisfied.

14. The control device according to claim 13,

the reduction in the vehicle speed of the human-powered vehicle satisfies one of the first shift condition and the second shift condition.

15. The control device according to claim 13 or 14,

the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a second deceleration, and at least one of the first shift condition and the second shift condition is satisfied.

16. The control device according to claim 14 or 15,

the case where the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is smaller than a second deceleration satisfies the other of the first shift condition and the second shift condition.

17. The control device according to any one of claims 1 to 16,

the control unit is configured to control a component for the human-powered vehicle based on information related to a vehicle speed of the human-powered vehicle,

the assembly includes at least one of at least one suspension device and an adjustable seatpost.

18. The control device according to claim 17,

the assembly includes the at least one suspension device,

the at least one suspension arrangement comprises a front suspension arrangement,

the control unit controls the front suspension device so as to increase the rigidity of the front suspension device when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a third deceleration.

19. The control device according to claim 18,

the assembly includes the adjustable seat post and is,

the control unit controls the adjustable seat post so as to reduce the length of the adjustable seat post when the deceleration of the human-powered vehicle in the traveling direction of the human-powered vehicle is equal to or greater than a fourth deceleration.