JP2019202733A - Controller for human-powered vehicle - Google Patents

Abstract

To provide a controller for a human-powered vehicle, that suitably controls a transmission.SOLUTION: A controller for a human-powered vehicle includes a control unit for controlling a transmission which changes a transmission gear ratio of the human-powered vehicle. The control unit is configured to be switchable between a first control state for controlling the transmission so that the transmission gear ratio changes according to a first prescribed condition, and a second control state for controlling the transmission so that changes in the transmission gear ratio are restricted more than in the first control state, in accordance with at least one state out of: a motion state of a vehicle body of the human-powered vehicle; a steering state of the human-powered vehicle; a surface state of a track traveled by the human-powered vehicle; and a pedaling preparatory state related to pedals of the human-powered vehicle.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device for a manpowered vehicle.

  The control device for a manpowered vehicle of Patent Document 1 controls the transmission according to a predetermined condition and changes the gear ratio.

Japanese National Patent Publication No. 10-511621

The control device for a manpowered vehicle does not consider a case where it is not preferable to change the gear ratio.
An object of the present invention is to provide a control device for a manpowered vehicle that can suitably control a transmission.

The control device for a manpowered vehicle according to the first aspect of the present invention includes a control unit that controls a transmission that changes a gear ratio of the manpowered vehicle, and the control unit sets the speed ratio according to a first predetermined condition. A first control state in which the transmission is controlled to be changed, and a second control state in which the transmission is controlled so as to suppress a change in the transmission ratio more than in the first control state. Can be switched according to at least one of the following: the state of motion of the vehicle body, the steering state of the manpowered vehicle, the surface state of the travel path on which the manpowered vehicle travels, and the pedaling preparation state for the pedal of the manpowered vehicle Composed.
According to the control device for a manpowered vehicle of the first aspect, the motion state of the body of the manpowered vehicle, the steering state of the manpowered vehicle, the surface state of the travel path on which the manpowered vehicle travels, and the pedal of the manpowered vehicle It is possible to switch to the first control state or the second control state suitable for at least one of the pedaling preparation states. For this reason, a transmission can be controlled suitably.

In the control device for a human-powered vehicle according to the second aspect according to the first aspect, the motion state includes at least one of a posture of the vehicle body with respect to the travel path and a change in the posture.
According to the control device for a manpowered vehicle of the second aspect, it is possible to switch to the first control state or the second control state suitable for at least one of the posture of the vehicle body with respect to the traveling path and the change of the posture.

In the control device for a human-powered vehicle according to the third aspect according to the second aspect, the control unit is configured to detect at least one of the yaw angle of the vehicle body and the roll angle of the vehicle body as information on the motion state. According to the output, the first control state and the second control state are switched.
According to the control device for a manpowered vehicle of the third aspect, the information related to the motion state can be suitably detected by the first detection unit that detects at least one of the yaw angle of the vehicle body and the roll angle of the vehicle body.

In the control device for a human-powered vehicle according to the fourth aspect according to the third aspect, in the first control state, the control unit has at least one of a yaw angle of the vehicle body and a roll angle of the vehicle body larger than the first angle. If so, switch to the second control state.
According to the control device for a manpowered vehicle of the fourth aspect, the change of the gear ratio can be suppressed when at least one of the yaw angle of the vehicle body and the roll angle of the vehicle body is larger than the first angle.

In the control device for a human-powered vehicle according to the fifth aspect according to the third or fourth aspect, in the first control state, the control unit is configured such that at least one of the yaw angle of the vehicle body and the roll angle of the vehicle body is a first period. When the increase and decrease are repeated, the control state is switched to the second control state.
According to the control device for a manpowered vehicle of the fifth aspect, the change in the gear ratio can be suppressed when at least one of the yaw angle of the vehicle body and the roll angle of the vehicle body repeatedly increases and decreases within the first period.

In the control device for a manpowered vehicle according to any one of the second to fifth sides, the control unit is configured to control a pitch angle of the vehicle body, a vertical displacement of the vehicle body, and a suspension stroke amount. The control unit switches between the first control state and the second control state according to an output of a second detection unit that detects at least one as information on the motion state, and the control unit is configured to When at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount repeatedly increases and decreases within the second period, the mode is switched to the second control state.
According to the control device for a manpowered vehicle of the sixth aspect, when at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount repeatedly increases and decreases within the second period, The change of the ratio can be suppressed. Further, at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount can be suitably detected by the second detection unit.

In the control device for a manpowered vehicle according to the seventh aspect according to any one of the second to sixth surfaces, the control unit determines the contact state of the wheel of the manpowered vehicle with the travel path and the information on the motion state. The control unit switches between the first control state and the second control state according to the output of the third detection unit detected as, and the control unit is in the first control state when the wheel is separated from the travel path , Switch to the second control state.
According to the control device for a manpowered vehicle of the seventh aspect, the change in the gear ratio can be suppressed when the wheel is separated from the travel path. Moreover, the contact state with the said travel path of the wheel of a man-powered vehicle can be detected suitably by the 3rd detection part.

In the control device for a manpowered vehicle according to the eighth aspect according to any one of the first to seventh aspects, the control unit detects a first parameter that changes due to a change in the posture of the rider as information related to the motion state. 4 The first control state and the second control state are switched according to the output of the detection unit, and the control unit is a state in which the first parameter corresponds to the rise of the rider in the first control state. When it becomes, it switches to the said 2nd control state.
According to the control device for a manpowered vehicle of the eighth aspect, the change in the gear ratio can be suppressed when the first parameter is in a state corresponding to the standing of the rider. Further, the change in the posture of the rider can be suitably detected by the fourth detection unit.

In the control device for a manpowered vehicle according to the ninth aspect according to the eighth aspect, the first parameter includes a manpower driving force input to the manpowered vehicle, and the control unit is At least one when the magnitude of the manpower driving force is greater than or equal to a first value and when the relationship between the change in manpower driving force and the change in the phase of the crank of the manpower driven vehicle is a predetermined relationship In the case, the control state is switched to the second control state.
According to the control device for a human-powered vehicle according to the ninth aspect, when the magnitude of the human-power driving force becomes equal to or greater than the first value, and when the change in the human-powered driving force and the change in the phase of the crank of the human-powered vehicle In at least one case where the relationship becomes a predetermined relationship, a change in the gear ratio can be suppressed.

In the control device for a manpowered vehicle according to the tenth aspect according to the eighth or ninth aspect, the first parameter includes a roll angle of the vehicle body, and the control unit determines the roll angle in the first control state. When the amount of change is larger than the predetermined amount of change, the mode is switched to the second control state.
According to the control device for a manpowered vehicle of the tenth aspect, when the change amount of the roll angle is larger than the predetermined change amount, the change of the gear ratio can be suppressed.

In the control device for a manpowered vehicle according to the eleventh aspect according to any one of the first to tenth surfaces, the control unit detects a steering angle of a handle of the manpowered vehicle as information regarding the steering state. The first control state and the second control state are switched according to the output of the detection unit.
According to the control device for a manpowered vehicle on the eleventh aspect, the steering angle of the handle of the manpowered vehicle can be suitably detected by the fifth detector.

In the control device for a human-powered vehicle according to the twelfth aspect according to the eleventh aspect, the control unit switches to the second control state when the steering angle is larger than the first steering angle in the first control state.
According to the control device for a manpowered vehicle on the twelfth aspect, when the steering angle is larger than the first steering angle, the change of the gear ratio can be suppressed.

In the control device for a manpowered vehicle according to the thirteenth aspect according to the eleventh or twelfth aspect, in the first control state, when the steering angle repeatedly increases and decreases within a third period, Switch to the second control state.
According to the control device for a manpowered vehicle on the thirteenth aspect, when the steering angle repeatedly increases and decreases within the third period, the change of the gear ratio can be suppressed.

In the control device for a human-powered vehicle according to the fourteenth side according to any one of the first to thirteenth side surfaces, the control unit outputs an output of a sixth detection unit that detects a gripping state of the handle of the human-powered vehicle of the rider. Accordingly, the first control state and the second control state are switched according to the steering state.
According to the control device for a manpowered vehicle on the fourteenth side, the gripping state of the handle of the rider's manpowered vehicle can be suitably detected by the sixth detection unit.

In the control device for a manpowered vehicle according to the fifteenth side according to the fourteenth side, the control unit is configured to perform the second control state when at least one hand of a rider does not hold the handle in the first control state. Switch to.
According to the control device for a manpowered vehicle of the fifteenth aspect, the change of the gear ratio can be suppressed when at least one hand of the rider does not hold the handle.

In the control device for a manpowered vehicle according to the sixteenth aspect according to any one of the first to fifteenth aspects, the control unit sets the second parameter correlated with the friction coefficient of the surface of the travel path or the friction coefficient. The first control state and the second control state are switched according to the output of the seventh detection unit that is detected as information on the surface state of the travel path.
According to the control device for a manpowered vehicle on the sixteenth aspect, the seventh detection unit can suitably detect the friction coefficient or the friction coefficient on the surface of the travel path.

In the control device for a manpowered vehicle according to the seventeenth aspect according to the sixteenth aspect, the control unit switches to the second control state when the second parameter is a predetermined value or more in the first control state.
According to the control device for a manpowered vehicle of the seventeenth aspect, when the second parameter is equal to or greater than a predetermined value, the change of the gear ratio can be suppressed.

In the control device for a manpowered vehicle according to the eighteenth aspect according to any one of the first to seventeenth aspects, the control unit relates to a pedaling preparation state for connecting a rider shoe and a pedal shoe coupling mechanism. The first control state and the second control state are switched according to the output of the eighth detection unit detected as information.
According to the control device for a manpowered vehicle on the eighteenth aspect, the connection between the pedal and the shoe connecting mechanism can be suitably detected by the eighth detection unit.

In the control device for a human-powered vehicle according to the nineteenth aspect according to the eighteenth aspect, the control unit may be configured such that, in the first control state, when at least one shoe of a rider is removed from the shoe coupling mechanism, the second Switch to the control state.
According to the control device for a manpowered vehicle according to the nineteenth aspect, when at least one shoe of the rider is removed from the shoe coupling mechanism, a change in the gear ratio can be suppressed.

In the control device for a manpowered vehicle according to the twentieth aspect according to any one of the first to nineteenth aspects, the first predetermined condition includes a traveling state and a traveling environment of the manpowered vehicle.
According to the control device for a manpowered vehicle of the twentieth aspect, in the first control state, the transmission can be suitably controlled according to the traveling state and the traveling environment of the manpowered vehicle.

In the control device for a manpowered vehicle according to the twenty-first aspect according to any one of the first to twentieth aspects, the control unit changes the speed ratio according to the first predetermined condition in the second control state. The transmission is controlled so as not to occur.
According to the control device for a manpowered vehicle of the twenty-first aspect, the change of the gear ratio can be further suppressed in the second control state.

In the control device for a human-powered vehicle according to the twenty-second aspect according to the twenty-first aspect, the control unit is configured such that, in the first control state, a parameter relating to a travel state and a travel environment of the human-powered vehicle is out of the first range. The transmission is controlled to change the transmission ratio, and the transmission ratio is changed when the parameter is outside a second range wider than the first range in the second control state. Control the transmission.
According to the control device for a manpowered vehicle on the twenty-second aspect, the change of the gear ratio can be further suppressed in the second control state.

A control device for a manpowered vehicle according to a twenty-third aspect of the present invention includes a control unit that controls a transmission that changes a gear ratio of the manpowered vehicle, and the control unit sets the speed ratio according to a first predetermined condition. A first control state in which the transmission is controlled to be changed, and a second control state in which the transmission is controlled so as to suppress a change in the speed ratio more than in the first control state. The control unit is configured to be switchable, and the control unit satisfies a first mode and a second predetermined condition for switching from the first control state to the second control state in response to establishment of the second predetermined condition. Even in this case, any one of the second modes for maintaining the first control state can be selected in accordance with an instruction from the rider.
According to the control device for a manpowered vehicle on the twenty-third aspect, the rider can select the first mode or the second mode.

  The control device for a manpowered vehicle of the present invention can suitably control the transmission.

The side view of the manpower drive vehicle containing the control apparatus for manpower drive vehicles of embodiment. The block diagram which shows the electric constitution of the control apparatus for manpowered vehicles of embodiment. The flowchart of the process which changes a gear ratio in the 1st control state performed by the control part of FIG. The flowchart of the process which changes a gear ratio in the 2nd control state performed by the control part of FIG. The flowchart of the process which switches the 1st control state in a 1st example performed by the control part of FIG. 2, and a 2nd control state. The flowchart of the process which switches the 1st control state and 2nd control state in the 2nd example performed by the control part of FIG. The flowchart of the process which switches the 1st control state and 2nd control state in an example of the 3rd example performed by the control part of FIG. The flowchart of the process which switches the 1st control state and 2nd control state in another example of the 3rd example performed by the control part of FIG. The flowchart of the process which switches the 1st control state and 2nd control state in the 4th example performed by the control part of FIG. The flowchart of the process which switches the 1st control state and 2nd control state in an example of the 5th example performed by the control part of FIG. The flowchart of the process which switches the 1st control state and 2nd control state in another example of the 5th example performed by the control part of FIG. The flowchart of the process which switches the 1st control state and 2nd control state in an example of the 6th example performed by the control part of FIG. The flowchart of the process which switches the 1st control state and 2nd control state in another example of the 6th example performed by the control part of FIG. The flowchart of the process which switches the 1st control state and 2nd control state in the 7th example performed by the control part of FIG. The flowchart of the process which switches the 1st control state and 2nd control state in the 8th example performed by the control part of FIG. The flowchart of the process which switches the 1st control state and 2nd control state in the 9th example performed by the control part of FIG. The flowchart of the process which switches the 1st control state and the 2nd control state in case the 1st mode and 2nd mode which can be performed by the control part of FIG. 2 are selectable.

(Embodiment)
With reference to FIGS. 1-16, the control apparatus 50 for human-powered vehicles of embodiment is demonstrated. Hereinafter, the control device 50 for a manpowered vehicle is simply referred to as a control device 50. The control device 50 is provided in the manpower driven vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven by at least human-powered driving force. The manpowered vehicle 10 includes, for example, a bicycle. The man-powered vehicle 10 is not limited in the number of wheels, and includes, for example, a single-wheel vehicle and a vehicle having three or more wheels. The man-powered vehicle 10 includes various types of bicycles such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbents, and electrically assisted bicycles (E-bike). Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as a bicycle.

  As shown in FIG. 1, the manpower driven vehicle 10 includes a vehicle body 12, a crank 14, and drive wheels 16. The vehicle body 12 includes a frame 18, a front fork 20, a handle 22A, and a stem 22B. A manual driving force H is input to the crank 14. The crank 14 includes a crankshaft 14A that can rotate with respect to the frame 18, and a crank arm 14B that is provided at each end of the crankshaft 14A in the axial direction. A pedal 24 is connected to each crank arm 14B. The drive wheel 16 is driven by the rotation of the crank 14. The drive wheel 16 is supported by the frame 18. The crank 14 and the drive wheel 16 are connected by a drive mechanism 26. Drive mechanism 26 includes a first rotating body 28 coupled to crankshaft 14A. The crankshaft 14A and the first rotary body 28 may be coupled via a first one-way clutch. The first one-way clutch is configured such that when the crank 14 rotates forward, the first rotating body 28 is rotated forward, and when the crank 14 rotates backward, the first rotating body 28 is not rotated backward. The first rotating body 28 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 26 further includes a second rotating body 30 and a connecting member 32. The connecting member 32 transmits the rotational force of the first rotating body 28 to the second rotating body 30. The connecting member 32 includes, for example, a chain, a belt, or a shaft.

  The second rotating body 30 is connected to the drive wheel 16. The second rotating body 30 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 30 and the drive wheel 16. The second one-way clutch is configured such that when the second rotating body 30 is rotated forward, the driving wheel 16 is rotated forward, and when the second rotating body 30 is rotated backward, the driving wheel 16 is not rotated backward. .

  The manpowered vehicle 10 includes a front wheel and a rear wheel. A front wheel is attached to the frame 18 via a front fork 20. A handle 22A is connected to the front fork 20 via a stem 22B. In the following embodiments, the rear wheels are described as the drive wheels 16, but the front wheels may be the drive wheels 16.

  The manpowered vehicle 10 includes a transmission 34. The transmission 34 is configured to be driven by an electric actuator 36 (see FIG. 2). The transmission 34 and the electric actuator 36 constitute a transmission. The electric actuator 36 includes an electric motor. The transmission 34 is used to change the speed ratio R of the rotational speed of the drive wheel 16 with respect to the rotational speed N of the crank 14. The transmission 34 is configured to change the transmission gear ratio R in stages. The electric actuator 36 causes the transmission 34 to perform a shifting operation. The transmission 34 is controlled by the control unit 52 of the control device 50. The electric actuator 36 is communicably connected to the control unit 52 by wire or wireless. The electric actuator 36 can communicate with the control unit 52 by, for example, power line communication (PLC). The electric actuator 36 causes the transmission 34 to perform a shift operation in response to a control signal from the control unit 52. The transmission 34 includes at least one of an internal transmission and an external transmission (derailleur). The transmission 34 includes at least one of a rear transmission 34A and a front transmission. The rear transmission 34 </ b> A changes the ratio of the rotational speed of the drive wheels 16 to the rotational speed N of the crank 14. Specifically, the rear transmission 34 </ b> A changes the ratio of the rotation radius of the second rotating body 30 connected to the coupling member 32 to the rotation radius of the drive wheel 16. The transmission 34 may include a front transmission. The front transmission changes the ratio of the rotational speed of the drive wheels 16 to the rotational speed N of the crank 14. Specifically, the front transmission changes the ratio of the rotation radius of the first rotating body 28 connected to the connecting member 32 to the rotation radius of the crank 14. The transmission 34 may include both the rear transmission 34A and the front transmission.

  The manpowered vehicle 10 may include a shock absorber 38. The shock absorber 38 includes at least one of the first shock absorber 40 and the second shock absorber 42. The shock absorber 38 absorbs an impact applied to the wheel. The first buffer 40 is configured to be provided between the frame 18 and the rear wheel of the human-powered vehicle 10. The first buffer portion 40 absorbs an impact applied to the rear wheel. The first buffer portion 40 includes a first portion 40A and a second portion 40B that is fitted into the first portion 40A and is relatively movable with the first portion 40A. The first buffer 40 may be a hydraulic suspension or an air suspension. The second buffer portion 42 is configured to be provided between the frame 18 of the human-powered vehicle 10 and the front wheels. More specifically, the second buffer portion 42 is provided on the front fork 20. The second buffer portion 42 absorbs an impact applied to the front wheel. The second buffer portion 42 includes a first portion 42A and a second portion 42B that is fitted into the first portion 42A and is relatively movable with the first portion 42A. The second buffer 42 may be a hydraulic suspension or an air suspension.

  As shown in FIG. 2, the manpowered vehicle 10 further includes a battery 44. The battery 44 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 44 is provided in the manpowered vehicle 10 and supplies power to other electrical components, for example, the transmission 34 and the control device 50, which are electrically connected to the battery 44 in a wired manner. The battery 44 is communicably connected to the control unit 52 of the control device 50 by wire or wireless. The battery 44 can communicate with the control unit 52 by, for example, power line communication (PLC). The battery 44 may be attached to the outside of the frame 18, or at least a part of the battery 44 may be accommodated inside the frame 18.

  The man-powered vehicle control device 50 includes a control unit 52. Control unit 52 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 52 may include one or a plurality of microcomputers. The control unit 52 may include a plurality of arithmetic processing devices that are arranged separately at a plurality of locations. The control device 50 further includes a storage unit 54. The storage unit 54 stores various control programs and information used for various control processes. The storage unit 54 includes, for example, a nonvolatile memory and a volatile memory. The control unit 52 and the storage unit 54 are provided in the transmission 34, for example.

  The control unit 52 controls the transmission 34 that changes the speed ratio R of the manpowered vehicle 10. The control unit 52 determines the first control state and the second control state based on the motion state of the vehicle body 12 of the human-powered vehicle 10, the steering state of the human-powered vehicle 10, the surface state of the travel path on which the human-powered vehicle 10 travels, The switch is configured to be switchable according to at least one of the pedaling preparation states related to the pedal 24 of the manpowered vehicle 10. In the first control state, the control unit 52 controls the transmission 34 to change the speed ratio R according to the first predetermined condition. In the second control state, the control unit 52 controls the transmission 34 so as to suppress the change in the transmission gear ratio R more than in the first control state. When the transmission 34 includes both the rear transmission 34A and the front transmission, the control unit 52 may control only one of the rear transmission 34A and the front transmission according to the first predetermined condition. At least one of the machine 34A and the front transmission may be controlled.

The movement state of the vehicle body 12 of the human-powered vehicle 10 indicates a state that affects the kinetic energy of the vehicle body 12 of the human-powered vehicle 10. The movement state of the vehicle body 12 of the manpowered vehicle 10 includes, for example, the posture of the vehicle body 12 with respect to the traveling path, the change in the posture of the vehicle body 12 with respect to the traveling path, the contact state of the wheels of the manpowered vehicle 10 with the traveling path, the posture of the rider, And at least one of rider posture changes.
The steering state of the manpowered vehicle 10 indicates a state related to the operation of the handle 22A by the rider. The steering state of the manpowered vehicle 10 includes at least one of the steering angle SA of the handle 22A of the manpowered vehicle 10 and the gripping state of the handle 22A of the rider manpowered vehicle 10.
The surface state of the travel path on which the human-powered vehicle 10 travels indicates the surface condition of the travel path that affects the behavior of the human-powered vehicle 10. The surface state of the traveling road on which the human-powered vehicle 10 travels includes, for example, at least one of the friction coefficient of the surface of the traveling road, the wetness state of the traveling road, the snow accumulation state of the traveling road, and the paved state of the traveling road. .
The pedaling preparation state related to the pedal 24 of the manpowered vehicle 10 indicates a state related to at least one of the manpowered vehicle 10 and the rider related to pedaling. The pedaling preparation state relating to the pedal 24 of the manpowered vehicle 10 includes, for example, a state relating to the connection between the rider's shoes and the shoe connecting mechanism of the pedal 24, the type of the connecting portion of the shoes connected to the shoe connecting mechanism, and the connection of the shoes. Including at least one of the deterioration states of the part.

  The first predetermined condition includes a traveling state and a traveling environment of the human-powered vehicle 10. In the first control state, the control unit 52 controls the transmission 34 so as to change the gear ratio R when the parameter P related to the traveling state and traveling environment of the human-powered vehicle 10 is out of the first range. The parameter P includes, for example, at least one of the rotational speed N of the crank 14, human power driving force H, and road surface gradient. The control device 50 preferably further includes a detection unit 56 for detecting the parameter P. When the parameter P is out of the first range, the control unit 52 preferably controls the transmission 34 such that the parameter P changes within the first range.

  When the parameter P includes the rotational speed N of the crank 14, the control unit 52 controls the transmission 34 so that the gear ratio R is increased when the rotational speed N of the crank 14 is larger than the upper limit value of the first range. When the rotational speed N of the crank 14 becomes smaller than the lower limit value of the first range, the transmission 34 is controlled so that the gear ratio R becomes smaller. In this case, the detection unit 56 includes a crank rotation sensor 56A.

  The crank rotation sensor 56 </ b> A is used for detecting the rotational speed N of the crank 14 of the human-powered vehicle 10. The crank rotation sensor 56A is attached to the frame 18 of the human-powered vehicle 10, for example. The crank rotation sensor 56A includes a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet whose magnetic field strength varies in the circumferential direction is provided on the crankshaft 14A or the power transmission path between the crankshaft 14A and the first rotating body 28. The crank rotation sensor 56A is communicably connected to the control unit 52 by wire or wirelessly. The crank rotation sensor 56 </ b> A outputs a signal corresponding to the rotational speed N of the crank 14 to the control unit 52. The crank rotation sensor 56A may be provided on a member that rotates integrally with the crankshaft 14A in the power transmission path of the manpower driving force H from the crankshaft 14A to the first rotating body 28. For example, the crank rotation sensor 56A may be provided on the first rotating body 28 when the first one-way clutch is not provided between the crankshaft 14A and the first rotating body 28.

  When the parameter P includes the manpower driving force H, the control unit 52 controls the transmission 34 so that the gear ratio R becomes small when the manpower driving force H becomes larger than the upper limit value of the first range. When the driving force H becomes smaller than the lower limit value of the first range, the transmission 34 is controlled so that the gear ratio R is increased. In this case, the detection unit 56 includes a torque sensor 56B.

  The torque sensor 56B is used to detect the torque of the human driving force H. The torque sensor 56B is provided on the crankshaft 14A, for example. The torque sensor 56 </ b> B detects the torque of the human driving force H input to the crank 14. For example, when the first one-way clutch is provided in the power transmission path, the torque sensor 56B is provided on the upstream side of the first one-way clutch. The torque sensor 56B includes a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. When torque sensor 56B includes a strain sensor, the strain sensor is preferably provided on the outer peripheral portion of the rotating body included in the power transmission path. The torque sensor 56B may include a wireless or wired communication unit. The communication unit of the torque sensor 56B is configured to be able to communicate with the control unit 52.

  When the parameter P includes the road surface gradient, the control unit 52 controls the transmission 34 so that the speed ratio R becomes smaller when the road surface gradient becomes larger than the upper limit value of the first range, and the road surface gradient is the first. When it becomes smaller than the lower limit value of the range, the transmission 34 is controlled so that the gear ratio R becomes large. In this case, the detection unit 56 includes a gradient sensor 56C.

  The gradient sensor 56C is used to detect a road surface gradient on which the human-powered vehicle 10 travels. The gradient sensor 56 </ b> C includes an inclination sensor that detects the pitch angle of the human-powered vehicle 10. The inclination sensor can detect the pitch angle of the human-powered vehicle 10 as a road surface gradient on which the human-powered vehicle 10 travels. The road surface gradient on which the human-powered vehicle 10 travels can be detected by the pitch angle in the traveling direction of the human-powered vehicle 10. The road gradient on which the human-powered vehicle 10 travels corresponds to the inclination angle of the human-powered vehicle 10. The gradient sensor 56C includes a tilt sensor. An example of the tilt sensor is a gyro sensor or an acceleration sensor. In another example, the gradient sensor 56C includes a GPS (Global positioning system) receiver. The control unit 52 calculates the road surface gradient of the road surface on which the human-powered vehicle 10 travels according to the GPS information acquired by the GPS reception unit and the road surface gradient included in the map information recorded in advance in the storage unit 54. May be.

  For example, the control unit 52 controls the transmission 34 so as not to change the speed ratio R according to the first predetermined condition in the second control state. In this case, even when the parameter P is outside the first range, the control unit 52 does not control the transmission 34.

  With reference to FIG. 3, the process of changing the speed ratio R in the first control state will be described. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S11 of the flowchart shown in FIG. As long as power is supplied, the controller 52 executes the processing from step S11 every predetermined period.

  In step S11, the controller 52 determines whether or not it is in the first control state. The control part 52 complete | finishes a process, when it is not a 1st control state. The control part 52 transfers to step S12 in the 1st control state.

  In step S12, the controller 52 determines whether or not the parameter P is outside the first range. When the parameter P is outside the first range, the control unit 52 proceeds to step S13. In step S13, the control unit 52 controls the transmission 34 so as to change the speed ratio R, and ends the process. When the speed ratio R cannot be changed in step S13, the control unit 52 does not control the transmission 34. For example, the control unit 52 does not control the transmission 34 when attempting to increase the speed ratio R in order to change the parameter P within the first range and when the speed ratio R is the maximum speed ratio R. For example, the control unit 52 does not control the transmission 34 when attempting to reduce the speed ratio R in order to change the parameter P within the first range and when the speed ratio R is the minimum speed ratio R.

  If the controller 52 is not in the first control state in step S11, the controller 52 ends the process without controlling the transmission 34. For this reason, the controller 52 does not control the transmission 34 in the second control state.

  In another example, the control unit 52 controls the transmission 34 to change the speed ratio R when the parameter P is outside the second range that is wider than the first range in the second control state. Specifically, the upper limit value of the second range is larger than the upper limit value of the first range, the lower limit value of the second range is smaller than the lower limit value of the second range, or the upper limit value of the second range is It is larger than the upper limit value of the first range and the lower limit value of the second range is smaller than the lower limit value of the second range. In this case, the process of FIG. 4 is performed in addition to the process of FIG.

  With reference to FIG. 4, the process of changing the speed ratio R in the second control state will be described. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S21 of the flowchart shown in FIG. As long as power is supplied, the control unit 52 executes the processing from step S21 every predetermined period.

  In step S21, the controller 52 determines whether or not the second control state is set. If the controller 52 is not in the second control state in step S21, the controller 52 ends the process. The control part 52 complete | finishes a process, when not in a 2nd control state. In the case of the second control state, the control unit 52 proceeds to step S22.

  In step S22, the controller 52 determines whether or not the parameter P is outside the second range. When the parameter P is outside the second range, the control unit 52 proceeds to step S23. In step S23, the control unit 52 controls the transmission 34 so as to change the speed ratio R, and ends the process. When the speed ratio R cannot be changed in step S23, the control unit 52 does not control the transmission 34. For example, the control unit 52 does not control the transmission 34 when attempting to increase the speed ratio R in order to change the parameter P within the second range and when the speed ratio R is the maximum speed ratio R. For example, the control unit 52 does not control the transmission 34 when attempting to reduce the speed ratio R in order to change the parameter P within the second range and when the speed ratio R is the minimum speed ratio R.

  In the first control state, the control unit 52 moves the vehicle body 12 of the human-powered vehicle 10, the steering state of the human-powered vehicle 10, the surface state of the travel path on which the human-powered vehicle 10 travels, When the condition for switching to the second control state related to at least one of the pedaling preparation states related to the pedal 24 is satisfied, the state is switched to the second control state. The control unit 52 switches to the first control state when the switching condition to the first control state is satisfied in the second control state. The condition for switching to the second control state and the condition for switching to the first control state may be opposite to each other. A determination value different from the switching condition to the first control state may be used as the switching condition to the second control state. The condition for switching to the second control state may be different from the condition for switching to the first control state.

  The exercise state includes at least one of a posture of the vehicle body 12 with respect to the traveling path and a change in posture. The posture of the vehicle body 12 with respect to the travel path includes at least one of the yaw angle DY of the vehicle body 12 and the roll angle DR of the vehicle body 12.

  The control unit 52 switches between the first control state and the second control state according to the output of the first detection unit 58 that detects at least one of the yaw angle DY and the roll angle DR as information on the motion state. In this case, it is preferable that the control device 50 further includes a first detection unit 58. In one example, the first detection unit 58 includes a tilt sensor. An example of the tilt sensor is a gyro sensor or an acceleration sensor. The first detection unit 58 is configured in the same manner as the inclination sensor of the gradient sensor 56C. When the gradient sensor 56C includes a tilt sensor, the first detection unit 58 may be integrated with the gradient sensor 56C.

  In the first example, the control unit 52 switches to the second control state when at least one of the yaw angle DY of the vehicle body 12 and the roll angle DR of the vehicle body 12 is larger than the first angle DX in the first control state. For example, at least one of the yaw angle DY and the roll angle DR is increased while the manpowered vehicle 10 is turning, slalom, and passing through a tight corner. When the first angle DX corresponds to the yaw angle DY, the first angle DX is set to an angle corresponding to the yaw angle DY during turning of the human-powered vehicle 10, during slalom, or passing through the tight corner. When the first angle DX corresponds to the roll angle DR, the first angle DX is set to an angle corresponding to the roll angle DR during turning, slalom, or passing through the tight corner of the human-powered vehicle 10.

  With reference to FIG. 5, the process which switches a 1st control state and a 2nd control state in a 1st example is demonstrated. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S31 of the flowchart shown in FIG. As long as electric power is supplied, the controller 52 executes the processing from step S31 every predetermined period.

  In step S31, the controller 52 determines whether or not it is in the first control state. The control part 52 complete | finishes a process, when it is not a 1st control state. The control part 52 transfers to step S32 in the 1st control state.

  In step S32, the controller 52 determines whether at least one of the yaw angle DY and the roll angle DR is greater than the first angle DX. The control unit 52 ends the process when at least one of the yaw angle DY and the roll angle DR is not larger than the first angle DX. When at least one of the yaw angle DY and the roll angle DR is larger than the first angle DX, the control unit 52 proceeds to step S33.

  When the yaw angle DY is larger than the first angle DX in step S32, the control unit 52 may move to step S33. When the roll angle DR is larger than the first angle DX, the control unit 52 may move to step S33. When the yaw angle DY is larger than the first angle DX set for the yaw angle DY and the roll angle DR is larger than the first angle DX set for the roll angle DR, the control unit 52 You may make it transfer to step S33.

  In step S33, the controller 52 switches to the second control state and proceeds to step S34. In step S34, the controller 52 determines whether or not a condition for switching to the first control state is satisfied. When the switching condition to the first control state is opposite to the switching condition to the second control state, the switching condition to the first control state is that at least one of the yaw angle DY and the roll angle DR is greater than the first angle DX. This is true if it is not large. The control unit 52 repeats the determination process in step S34 until the condition for switching to the first control state is satisfied. When the condition for switching to the first control state is satisfied, the control unit 52 proceeds to step S35. In step S35, the controller 52 switches to the first control state and ends the process.

  The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S34, the control unit 52 may determine that the condition for switching to the first control state is satisfied when a predetermined time has elapsed since switching to the second control state in step S33.

  In the second example, the control unit 52 switches to the second control state when at least one of the yaw angle DY and the roll angle DR repeats increasing and decreasing within the first period T1 in the first control state. For example, when the human-powered vehicle 10 is staggered and when traveling in a place with many obstacles such as a town, at least one of the yaw angle DY and the roll angle DR frequently increases or decreases. The first period T1 is set to a period during which it is possible to determine whether the yaw angle DY and the roll angle DR are repeatedly increased or decreased when the human-powered vehicle 10 is staggered or when traveling in a place with many obstacles such as a town. The For example, when the control unit 52 increases the yaw angle DY and the roll angle DR by at least one first predetermined angle or more and decreases by a second predetermined angle or more by a predetermined number of times within the first period T1, respectively, It is determined that at least one of the angle DY and the roll angle DR has repeatedly increased and decreased within the first period T1.

  With reference to FIG. 6, the process which switches a 1st control state and a 2nd control state in a 2nd example is demonstrated. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S41 of the flowchart shown in FIG. As long as electric power is supplied, the controller 52 executes the processing from step S41 every predetermined cycle.

  In step S41, the controller 52 determines whether or not it is in the first control state. The control part 52 complete | finishes a process, when it is not a 1st control state. In the first control state, the controller 52 proceeds to step S42.

  In step S42, the controller 52 determines whether at least one of the yaw angle DY and the roll angle DR has repeatedly increased and decreased within the first period T1. The control unit 52 ends the process when at least one of the yaw angle DY and the roll angle DR has not repeatedly increased and decreased within the first period T1. When at least one of the yaw angle DY and the roll angle DR repeats increasing and decreasing within the first period T1, the control unit 52 proceeds to step S43.

  When the yaw angle DY repeats increasing and decreasing within the first period T1 in step S42, the control unit 52 may shift to step S43. When the roll angle DR repeats increasing and decreasing within the first period T1, the control unit 52 may shift to step S43. When both the yaw angle DY and the roll angle DR are repeatedly increased and decreased within the first period T1, the control unit 52 may shift to step S43.

  In step S43, the controller 52 switches to the second control state, and proceeds to step S44. In step S44, the controller 52 determines whether or not a condition for switching to the first control state is satisfied. When the switching condition to the first control state is opposite to the switching condition to the second control state, the switching condition to the first control state is that at least one of the yaw angle DY and the roll angle DR is within the first period T1. This is true when the increase and decrease are not repeated. The controller 52 repeats the determination process in step S44 until the condition for switching to the first control state is satisfied. When the condition for switching to the first control state is satisfied, the control unit 52 proceeds to step S45. In step S45, the controller 52 switches to the first control state and ends the process.

  The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S44, the control unit 52 may determine that the condition for switching to the first control state is satisfied when a predetermined time has elapsed since switching to the second control state in step S43.

  In the third example, the control unit 52 detects at least one of the pitch angle DP of the vehicle body 12, the upward / downward vertical displacement of the vehicle body 12, and the suspension stroke amount L as information related to the motion state. The first control state and the second control state are switched according to the output of. In this case, it is preferable that the control device 50 further includes a second detection unit 60.

  When the second detection unit 60 detects the pitch angle DP, the second detection unit 60 includes an inclination sensor. An example of the tilt sensor is a gyro sensor or an acceleration sensor. The second detection unit 60 is configured similarly to the inclination sensor of the gradient sensor 56C. When the gradient sensor 56C includes an inclination sensor, the second detection unit 60 may be integrated with the gradient sensor 56C.

  When the second detection unit 60 detects the vertical displacement of the vehicle body 12, the second detection unit 60 includes an acceleration sensor. The second detection unit 60 is integrated with the first detection unit 58 when the control device 50 includes the first detection unit 58 and the first detection unit 58 includes an acceleration sensor that detects the vertical acceleration of the human-powered vehicle 10. It may be. When the gradient sensor 56C includes an acceleration sensor that detects the vertical acceleration of the human-powered vehicle 10, the second detection unit 60 may be integrated with the gradient sensor 56C.

  When the second detector 60 detects the suspension stroke amount L, the second detector 60 detects the first portion 40A, 42A and the second portion 40B with respect to one of the first portion 40A, 42A and the second portion 40B, 42B. The other position of 42B is detected. The second detection unit 60 includes, for example, a linear encoder.

  In one example of the third example, in the first control state, the control unit 52 determines the pitch angle DP of the vehicle body 12, the value related to the rate of change of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, When at least one of the value related to the change rate of the direction displacement, the suspension stroke amount L, and the value related to the change rate of the suspension stroke amount L is equal to or greater than the first predetermined value, the control state is switched to the second control state. The value related to the rate of change of the pitch angle DP of the vehicle body 12 includes the rate of change of the pitch angle DP of the vehicle body 12 and a value obtained by differentiating the rate of change once or more over time. The value related to the change rate of the vertical displacement of the vehicle body 12 includes a change rate of the vertical displacement of the vehicle body 12 and a value obtained by differentiating the change rate at least once in time. The value related to the change rate of the suspension stroke amount L includes the change rate of the suspension stroke amount L and a value obtained by differentiating the change rate at least once with time.

  For example, when the human-powered vehicle 10 rides on an obstacle or travels on a step, the pitch angle DP of the vehicle body 12, a value related to the rate of change of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, At least one of the value related to the change rate of the displacement in the vertical direction, the suspension stroke amount L, and the value related to the change rate of the suspension stroke amount L is increased. The first predetermined value is a value related to the pitch angle DP of the vehicle body 12 when the human-powered vehicle 10 rides on an obstacle or travels on a step, a value related to a rate of change of the pitch angle DP of the vehicle body 12, and a vertical displacement of the vehicle body 12. A value suitable for the value related to the change rate of the vertical displacement of the vehicle body 12, the suspension stroke amount L, and the value related to the change rate of the suspension stroke amount L is set. The first predetermined value may be changed based on the vehicle speed V of the human-powered vehicle 10. For example, when the vehicle speed V is equal to or higher than the predetermined speed VA, the control unit 52 increases the first predetermined value than when the vehicle speed V is less than the predetermined speed VA. For example, when the vehicle speed V is equal to or higher than the predetermined speed VA, the control unit 52 makes the first predetermined value smaller than when the vehicle speed V is less than the predetermined speed VA. In the first control state, the control unit 52 determines the pitch angle DP of the vehicle body 12, the value related to the rate of change of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, and the value related to the change rate of the vertical displacement of the vehicle body 12. When at least one of the suspension stroke amount L and the value related to the rate of change of the suspension stroke amount L is equal to or higher than the first predetermined value, and the vehicle speed V is less than the predetermined speed VA, the second control state is switched. It may be. In the first control state, the control unit 52 determines the pitch angle DP of the vehicle body 12, the value related to the rate of change of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, and the value related to the change rate of the vertical displacement of the vehicle body 12. When at least one of the suspension stroke amount L and the value related to the rate of change of the suspension stroke amount L is equal to or higher than the first predetermined value and the vehicle speed V is equal to or higher than the predetermined speed VA, the second control state is switched. It may be.

  With reference to FIG. 7, the process which switches a 1st control state and a 2nd control state in an example of a 3rd example is demonstrated. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S151 of the flowchart shown in FIG. As long as power is supplied, the control unit 52 executes the processing from step S151 every predetermined period.

  In step S151, the controller 52 determines whether or not the control state is the first control state. The control part 52 complete | finishes a process, when it is not a 1st control state. In the first control state, the control unit 52 proceeds to step S152.

  In step S152, the control unit 52 determines the pitch angle DP of the vehicle body 12, the value related to the rate of change of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, the value related to the change rate of the vertical displacement of the vehicle body 12, It is determined whether or not at least one of the values related to the change rate of the stroke amount L and the suspension stroke amount L is equal to or greater than a first predetermined value. The control unit 52 includes a pitch angle DP of the vehicle body 12, a value related to a change rate of the pitch angle DP of the vehicle body 12, a vertical displacement of the vehicle body 12, a value related to a change rate of the vertical displacement of the vehicle body 12, a suspension stroke amount L, If at least one of the values related to the change rate of the suspension stroke amount L is not equal to or greater than the first predetermined value, the process is terminated. The control unit 52 includes a pitch angle DP of the vehicle body 12, a value related to a change rate of the pitch angle DP of the vehicle body 12, a vertical displacement of the vehicle body 12, a value related to a change rate of the vertical displacement of the vehicle body 12, a suspension stroke amount L, If at least one of the values related to the change rate of the suspension stroke amount L is equal to or greater than the first predetermined value, the process proceeds to step S153.

  When the pitch angle DP repeats increasing and decreasing in the second period T2 in step S152, the control unit 52 may shift to step S153. When the vertical displacement of the vehicle body 12 repeatedly increases and decreases within the second period T2, the control unit 52 may shift to step S153. When the suspension stroke amount L repeatedly increases and decreases within the second period T2, the control unit 52 may shift to step S153. In Step S152, the control unit 52 repeats the increase and decrease of two or more of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L within the second period T2. The process may proceed to step S153.

  In step S153, the controller 52 switches to the second control state, and proceeds to step S154. In step S154, the controller 52 determines whether or not a condition for switching to the first control state is satisfied. When the switching condition to the first control state is opposite to the switching condition to the second control state, the switching condition to the first control state relates to the pitch angle DP of the vehicle body 12 and the rate of change of the pitch angle DP of the vehicle body 12. At least one of the value, the displacement in the vertical direction of the vehicle body 12, the change rate in the vertical displacement of the vehicle body 12, the suspension stroke amount L, and the value related to the change rate in the suspension stroke amount L is less than the first predetermined value. This is true if The controller 52 repeats the determination process in step S154 until the condition for switching to the first control state is satisfied. When the condition for switching to the first control state is satisfied, the control unit 52 proceeds to step S155. In step S155, the controller 52 switches to the first control state and ends the process.

  The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S154, the control unit 52 may determine that the condition for switching to the first control state is satisfied when a predetermined time has elapsed since switching to the second control state in step S153.

  In another example of the third example, in the first control state, the control unit 52 determines that at least one of the pitch angle DP of the vehicle body 12, the vertical displacement of the vehicle body 12, and the suspension stroke amount L is within the second period T2. When the increase and decrease are repeated, the control state is switched to the second control state.

  For example, when the manpowered vehicle 10 travels on a bumpy road, at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L frequently increases or decreases. In the second period T2, a period in which it is possible to determine whether the pitch angle DP, the vertical displacement of the vehicle body 12, and the increase or decrease of the suspension stroke amount L when the human-powered vehicle 10 travels on a bumpy road is determined. For example, within the second period T2, the control unit 52 increases the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L by at least one second predetermined value or more and the third predetermined value or more. If the decrease occurs more than a predetermined number of times, it is determined that at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L has repeatedly increased and decreased within the second period T2.

  With reference to FIG. 8, a process of switching between the first control state and the second control state in another example of the third example will be described. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S51 of the flowchart shown in FIG. As long as electric power is supplied, the controller 52 executes the processing from step S51 every predetermined period.

  In step S51, the controller 52 determines whether or not it is in the first control state. The control part 52 complete | finishes a process, when it is not a 1st control state. In the first control state, the control unit 52 proceeds to step S52.

  In step S52, the controller 52 determines whether or not at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L has repeatedly increased and decreased within the second period T2. When at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L has not repeatedly increased and decreased within the second period T2, the control unit 52 ends the process. When at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L repeats increasing and decreasing within the second period T2, the control unit 52 proceeds to step S53.

  When the pitch angle DP repeatedly increases and decreases within the second period T2 in step S52, the control unit 52 may shift to step S53. When the vertical displacement of the vehicle body 12 repeatedly increases and decreases within the second period T2, the control unit 52 may shift to step S53. When the suspension stroke amount L repeatedly increases and decreases within the second period T2, the control unit 52 may shift to step S53. In step S52, the control unit 52 repeats increasing and decreasing two or more of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L within the second period T2. The process may proceed to step S53.

  In step S53, the controller 52 switches to the second control state, and proceeds to step S54. In step S54, the controller 52 determines whether or not a condition for switching to the first control state is satisfied. When the switching condition to the first control state is opposite to the switching condition to the second control state, the switching condition to the first control state includes the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount. This holds when at least one of L does not repeat increasing and decreasing within the second period T2. The controller 52 repeats the determination process in step S54 until the condition for switching to the first control state is satisfied. When the condition for switching to the first control state is satisfied, the control unit 52 proceeds to step S55. In step S55, the control unit 52 switches to the first control state and ends the process.

  The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S54, the control unit 52 may determine that the condition for switching to the first control state is satisfied when a predetermined time has elapsed since switching to the second control state in step S53.

  In the fourth example, the control unit 52 performs the first control state and the second control according to the output of the third detection unit 62 that detects the contact state of the wheels of the human-powered vehicle 10 with the travel path as information on the motion state. Switch between control states. In the first control state, the control unit 52 switches to the second control state when the wheel leaves the travel path. In this case, it is preferable that the control device 50 further includes a third detection unit 62. The third detection unit 62 detects at least one of a load applied to the hub axle, a load applied to the shock absorber 38, and a tire air pressure. When the wheel is separated from the traveling path by a front lift, a wheelie or the like, the load applied to the hub shaft and the load applied to the shock absorber 38 are reduced. In addition, when the wheel moves away from the travel path, the tire air pressure decreases. In the first control state, the control unit 52 determines that the load applied to the hub shaft is equal to or lower than the first load, the load applied to the shock absorber 38 is equal to or lower than the second load, and the tire air pressure is a predetermined pressure. When at least one of the following cases occurs, the mode is switched to the second control state. As the first load, the second load, and the predetermined pressure, values corresponding to the respective values when the wheel is separated from the traveling path are set.

  With reference to FIG. 9, the process which switches a 1st control state and a 2nd control state in a 4th example is demonstrated. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S61 in the flowchart shown in FIG. As long as electric power is supplied, the controller 52 executes the processing from step S61 every predetermined period.

  In step S61, the controller 52 determines whether or not it is in the first control state. The control part 52 complete | finishes a process, when it is not a 1st control state. In the first control state, the control unit 52 proceeds to step S62.

  In step S62, the controller 52 determines whether or not the wheel has left the travel path. The control part 52 complete | finishes a process, when a wheel is not separated from the traveling path. When the wheel has left the travel path, the control unit 52 proceeds to step S63.

  In step S63, the controller 52 switches to the second control state and proceeds to step S64. In step S64, the controller 52 determines whether or not a condition for switching to the first control state is satisfied. When the condition for switching to the first control state is opposite to the condition for switching to the second control state, the condition for switching to the first control state is satisfied when the wheels are not separated from the travel path. The controller 52 repeats the determination process in step S64 until the condition for switching to the first control state is satisfied. When the condition for switching to the first control state is satisfied, the control unit 52 proceeds to step S65. In step S65, the controller 52 switches to the first control state and ends the process.

  The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S64, the control unit 52 may determine that the condition for switching to the first control state is satisfied when a predetermined time has elapsed since switching to the second control state in step S63.

  In the fifth example, the control unit 52 determines the first control state and the second control state according to the output of the fourth detection unit 64 that detects the first parameter P1 that changes due to the change in the rider's posture as information on the motion state. And switch. In the first control state, the control unit 52 switches to the second control state when the first parameter P1 is in a state corresponding to the rider standing. In this case, it is preferable that the control device 50 further includes a fourth detection unit 64.

  In one example of the fifth example, the first parameter P <b> 1 includes a human driving force H input to the human driving vehicle 10. When the magnitude of the manpower driving force H becomes equal to or greater than the first value H1 in the first control state, the controller 52 changes the manpower driving force H and the phase of the crank 14 of the manpower driven vehicle 10. In at least one case where the relationship becomes a predetermined relationship, the state is switched to the second control state.

  When the first parameter P1 includes the human driving force H, the fourth detection unit 64 includes a torque sensor. The torque sensor is used to detect the torque of the human driving force H. In this case, the fourth detection unit 64 is configured similarly to the torque sensor 56B. The torque sensor may be integrated with the torque sensor 56B. The fourth detection unit 64 may include a torque sensor and a crank rotation sensor. In this case, the crank rotation sensor is configured similarly to the crank rotation sensor 56A. The crank rotation sensor may be integrated with the crank rotation sensor 56A.

  For example, the magnitude of the torque of the human power driving force H varies depending on whether the rider is sitting or standing. When the rider's posture is standing, the torque of the human driving force H is larger than when the rider's posture is sitting. The first value H1 is set to a value corresponding to the magnitude of the human driving force H when the rider is standing upright. The control unit 52 may determine that the position of the rider is standing up when the magnitude of the torque of the human power driving force H when the rotational phase of the crank 14 is within a predetermined range is greater than the first value H1. . The predetermined range preferably includes an angle 90 degrees away from the top dead center and the bottom dead center of the crank 14.

  For example, the relationship between the change in the manual driving force H and the change in the phase of the crank 14 of the manual driving vehicle 10 changes depending on whether the rider's posture is sitting or standing. Specifically, the phase of the crank 14 at which the torque of the manpower driving force H peaks differs between when the rider is standing and when the rider is sitting. The predetermined relationship is set so as to correspond to the relationship between the change in the manpower driving force H and the change in the phase of the crank 14 of the manpower driving vehicle 10 when the rider is standing upright. For example, the control unit 52 determines that the predetermined relationship has been established when the phase of the crank 14 at which the torque of the human power driving force H reaches a peak corresponds to the case where the posture of the rider is standing up.

  With reference to FIG. 10, the process which switches a 1st control state and a 2nd control state in an example of a 5th example is demonstrated. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S71 of the flowchart shown in FIG. As long as power is supplied, the control unit 52 executes the processing from step S71 every predetermined period.

  In step S71, the controller 52 determines whether or not the control state is the first control state. The control part 52 complete | finishes a process, when it is not a 1st control state. In the first control state, the control unit 52 proceeds to step S72.

  In step S72, the control unit 52 determines that the magnitude of the human power driving force H is equal to or greater than the first value H1, or the relationship between the change in the human power driving force H and the phase change of the crank 14 of the human power driving vehicle 10 is a predetermined relationship. It is determined whether or not. When the magnitude of the human driving force H is less than the first value H1, or the relationship between the change in the human driving force H and the change in the phase of the crank 14 of the human driving vehicle 10 is not a predetermined relationship, The process ends. When the magnitude of the manpower driving force H is greater than or equal to the first value H1 or the relationship between the change in manpower driving force H and the phase change of the crank 14 of the manpower driven vehicle 10 is a predetermined relationship, the control unit 52 performs step The process proceeds to S73.

  In step S72, the controller 52 may move to step S73 when the magnitude of the human driving force H is equal to or greater than the first value H1. In step S72, the control unit 52 may shift to step S73 when the relationship between the change in the manpower driving force H and the change in the phase of the crank 14 of the manpower driving vehicle 10 is a predetermined relationship. In step S72, the control unit 52 determines that the magnitude of the human power driving force H is equal to or greater than the first value H1, and the relationship between the change in the human power driving force H and the phase change of the crank 14 of the human power driving vehicle 10 is a predetermined relationship. In this case, the process may move to step S73.

  In step S73, the controller 52 switches to the second control state and proceeds to step S74. In step S74, the controller 52 determines whether or not a condition for switching to the first control state is satisfied. When the switching condition to the first control state is opposite to the switching condition to the second control state, the switching condition to the first control state is that the magnitude of the human driving force H is less than the first value H1 or the human power This is established when the relationship between the change in the driving force H and the change in the phase of the crank 14 of the human-powered vehicle 10 is not a predetermined relationship. The controller 52 repeats the determination process in step S74 until the condition for switching to the first control state is satisfied. When the condition for switching to the first control state is satisfied, the control unit 52 proceeds to step S75. In step S75, the controller 52 switches to the first control state and ends the process.

  The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S74, the control unit 52 may determine that the condition for switching to the first control state is satisfied when a predetermined time has elapsed since switching to the second control state in step S73.

  When the fourth detection unit 64 detects at least one of the yaw angle DY and the roll angle DR, the fourth detection unit 64 includes an inclination sensor. An example of the tilt sensor is a gyro sensor or an acceleration sensor. The fourth detection unit 64 is configured similarly to the inclination sensor of the gradient sensor 56C. The fourth detection unit 64 may be integrated with the gradient sensor 56C when the gradient sensor 56C includes an inclination sensor.

  In another example of the fifth example, the first parameter includes the roll angle DR of the vehicle body 12. When the change amount DDR of the roll angle DR is larger than the predetermined change amount DDRX in the first control state, the control unit 52 switches to the second control state.

  When the first parameter P1 includes the roll angle DR, the fourth detection unit 64 includes an inclination sensor. An example of the tilt sensor is a gyro sensor or an acceleration sensor. The fourth detection unit 64 is configured similarly to the inclination sensor of the gradient sensor 56C. The fourth detection unit 64 may be integrated with the gradient sensor 56C when the gradient sensor 56C includes an inclination sensor.

  For example, when the rider's posture is standing, the change amount DDR of the roll angle DR becomes larger than when the rider's posture is sitting. As the predetermined change amount DDRX, a value corresponding to the magnitude of the change amount DDR of the roll angle DR when the rider's posture is standing is set.

  With reference to FIG. 11, the process which switches a 1st control state and a 2nd control state in another example of a 5th example is demonstrated. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S81 of the flowchart shown in FIG. As long as power is supplied, the controller 52 executes the processing from step S81 every predetermined period.

  In step S81, the controller 52 determines whether or not the first control state is set. The control part 52 complete | finishes a process, when it is not a 1st control state. In the first control state, the control unit 52 proceeds to step S82.

  In step S82, the controller 52 determines whether or not the change amount DDR of the roll angle DR is larger than the predetermined change amount DDRX. When the change amount DDR of the roll angle DR is not larger than the predetermined change amount DDRX, the control unit 52 ends the process. When the change amount DDR of the roll angle DR is larger than the predetermined change amount DDRX, the control unit 52 proceeds to step S83.

  In step S83, the controller 52 switches to the second control state and proceeds to step S84. In step S84, the controller 52 determines whether or not a condition for switching to the first control state is satisfied. When the switching condition to the first control state is opposite to the switching condition to the second control state, the switching condition to the first control state is that the change amount DDR of the roll angle DR is not larger than the predetermined change amount DDRX. Is established. The controller 52 repeats the determination process in step S84 until the condition for switching to the first control state is satisfied. When the condition for switching to the first control state is satisfied, the control unit 52 proceeds to step S85. In step S85, the controller 52 switches to the first control state and ends the process.

  The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S84, the control unit 52 may determine that the condition for switching to the first control state is satisfied when a predetermined time has elapsed since switching to the second control state in step S83.

  In the sixth example, the control unit 52 performs the first control state and the second control state according to the output of the fifth detection unit 66 that detects the steering angle SA of the handle of the human-powered vehicle 10 as information on the steering state. Switch. In this case, it is preferable that the control device 50 further includes a fifth detection unit 66.

  The fifth detector 66 detects at least one angle of the front fork 20, the handle 22 </ b> A, the stem 22 </ b> B, and the front wheel with respect to the frame 18. For example, the fifth detection unit 66 includes a rotation angle sensor. For example, the fifth detection unit 66 is provided in the head tube of the frame 18 and detects the rotation angle of the front fork 20 with respect to the head tube. The rotation angle of the front fork 20 with respect to the head tube correlates with the steering angle SA.

  In an example of the sixth example, the control unit 52 switches to the second control state when the steering angle S is larger than the first steering angle S1 in the first control state. For example, the steering angle S is large while the manpowered vehicle 10 is turning, slalom, and passing through a tight corner. The first steering angle S1 is set to an angle corresponding to the steering angle S during turning of the human-powered vehicle 10, slalom, or passing through the tight corner.

  With reference to FIG. 12, the process which switches a 1st control state and a 2nd control state in an example of a 6th example is demonstrated. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S91 of the flowchart shown in FIG. As long as power is supplied, the controller 52 executes the processing from step S91 every predetermined period.

  In step S91, the controller 52 determines whether or not the control state is the first control state. The control part 52 complete | finishes a process, when it is not a 1st control state. In the first control state, the control unit 52 proceeds to step S92.

  In step S92, the controller 52 determines whether or not the steering angle S is larger than the first steering angle S1. When the steering angle S is not larger than the first steering angle S1, the control unit 52 ends the process. When the steering angle S is larger than the first steering angle S1, the control unit 52 proceeds to step S93.

  In step S93, the controller 52 switches to the second control state and proceeds to step S94. In step S94, the controller 52 determines whether or not a condition for switching to the first control state is satisfied. When the switching condition to the first control state is opposite to the switching condition to the second control state, the switching condition to the first control state is satisfied when the steering angle S is not larger than the first steering angle S1. . The control unit 52 repeats the determination process in step S94 until the condition for switching to the first control state is satisfied. When the condition for switching to the first control state is satisfied, the control unit 52 proceeds to step S95. In step S95, the control unit 52 switches to the first control state and ends the process.

  The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S94, the control unit 52 may determine that the condition for switching to the first control state is satisfied when a predetermined time has elapsed since switching to the second control state in step S93.

  In another example of the sixth example, the control unit 52 switches to the second control state when the steering angle S repeatedly increases and decreases within the third period T3 in the first control state. For example, the steering angle S frequently increases and decreases when the manpowered vehicle 10 is staggered and when traveling in a place with many obstacles such as in a city. The third period T3 is set to a period during which it is possible to determine whether the steering angle S is repeatedly increased or decreased when the human-powered vehicle 10 is staggered or when traveling in a place with many obstacles such as in a city. For example, when the increase of the steering angle S by the third predetermined angle or more and the decrease by the fourth predetermined angle or more occur within the third period T3 by a predetermined number of times or more, the control unit 52 determines that the steering angle S is in the third period T3. It is determined that the increase and decrease are repeated.

  With reference to FIG. 13, a process of switching between the first control state and the second control state in another example of the sixth example will be described. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S101 of the flowchart shown in FIG. As long as power is supplied, the controller 52 executes the processing from step S101 every predetermined period.

  In step S101, the controller 52 determines whether or not the control state is the first control state. The control part 52 complete | finishes a process, when it is not a 1st control state. In the first control state, the control unit 52 proceeds to step S102.

  In step S102, the controller 52 determines whether the steering angle S has repeatedly increased and decreased within the third period T3. When the steering angle S has not repeatedly increased and decreased within the third period T3, the control unit 52 ends the process. When the steering angle S repeatedly increases and decreases within the third period T3, the control unit 52 proceeds to step S103.

  In step S103, the controller 52 switches to the second control state and proceeds to step S104. In step S104, the controller 52 determines whether or not a condition for switching to the first control state is satisfied. When the switching condition to the first control state is opposite to the switching condition to the second control state, the switching condition to the first control state indicates that the steering angle S repeatedly increases and decreases within the third period T3. It is established when there is not. The controller 52 repeats the determination process in step S104 until the condition for switching to the first control state is satisfied. When the condition for switching to the first control state is satisfied, the control unit 52 proceeds to step S105. In step S105, the controller 52 switches to the first control state and ends the process.

  The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S104, the control unit 52 may determine that the condition for switching to the first control state is satisfied when a predetermined time has elapsed since switching to the second control state in step S103.

  In the seventh example, the control unit 52 performs the first control state and the second control state according to the steering state according to the output of the sixth detection unit 68 that detects the gripping state of the handle of the rider's manpower-driven vehicle 10. And switch. In the first control state, the control unit 52 switches to the second control state when at least one hand of the rider does not hold the handle 22A. In this case, it is preferable that the control device 50 further includes a sixth detection unit 68. The sixth detector 68 detects the gripping state of the lidar handle 22A. The sixth detection unit 68 includes, for example, at least one of a pressure sensor, a load sensor, and a contact sensor provided on the handle 22A. The sixth detection unit 68 is preferably configured to be able to detect the gripping state of the handles 22A of both hands of the rider.

  With reference to FIG. 14, the process which switches a 1st control state and a 2nd control state in a 7th example is demonstrated. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S111 of the flowchart shown in FIG. As long as power is supplied, the controller 52 executes the processing from step S111 every predetermined period.

  In step S111, the controller 52 determines whether or not it is in the first control state. The control part 52 complete | finishes a process, when it is not a 1st control state. In the first control state, the control unit 52 proceeds to step S112.

  In step S112, the controller 52 determines whether or not at least one hand of the rider is holding the handle 22A. When at least one hand of the rider is holding the handle 22A, the control unit 52 ends the process. When at least one hand of the rider does not hold the handle 22A, the control unit 52 proceeds to step S113.

  In step S113, the controller 52 switches to the second control state and proceeds to step S114. In step S114, the controller 52 determines whether or not a condition for switching to the first control state is satisfied. When the switching condition to the first control state is opposite to the switching condition to the second control state, the switching condition to the first control state is established when at least one hand of the rider is holding the handle 22A. To do. The controller 52 repeats the determination process in step S114 until the condition for switching to the first control state is satisfied. When the condition for switching to the first control state is satisfied, the control unit 52 proceeds to step S115. In step S115, the controller 52 switches to the first control state and ends the process.

  The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S114, the control unit 52 may determine that the condition for switching to the first control state is satisfied when a predetermined time has elapsed since switching to the second control state in step S113.

  In the eighth example, the control unit 52 detects the second parameter P2 that correlates with the friction coefficient of the surface of the traveling road or the friction coefficient as information on the surface condition of the traveling road, according to the output of the seventh detection unit 70, Switching between the first control state and the second control state. In the first control state, the control unit 52 switches to the second control state when the second parameter P2 is equal to or greater than the predetermined value P2X. In this case, it is preferable that the control device 50 further includes a seventh detection unit 70. The seventh detection unit 70 includes, for example, a slip detection sensor. In one example, the slip detection sensor includes a torque sensor and a crank rotation sensor. In another example, the slip detection sensor includes a crank rotation sensor and a vehicle speed sensor.

  A torque sensor included in the slip detection sensor is used for detecting the torque of the human driving force H. In this case, the torque sensor included in the slip detection sensor is configured similarly to the torque sensor 56B. The torque sensor included in the slip detection sensor may be integrated with the torque sensor 56B. The crank rotation sensor included in the slip detection sensor is configured similarly to the crank rotation sensor 56A. The crank rotation sensor included in the slip detection sensor may be integrated with the crank rotation sensor 56A.

  A vehicle speed sensor included in the slip detection sensor is used to detect the rotational speed of the wheel. The vehicle speed sensor outputs a signal corresponding to the rotational speed of the wheel. The controller 52 calculates the vehicle speed V of the human-powered vehicle 10 based on the rotational speed of the wheels. The vehicle speed sensor preferably includes a magnetic lead constituting a reed switch or a Hall element. The vehicle speed sensor is attached to the chain stay of the frame 18 and detects a magnet attached to the rear wheel.

  When the seventh detection unit 70 includes a torque sensor and a crank rotation sensor, the second parameter P2 includes the torque and the rotational speed N of the crank 14. Specifically, in the first control state, the control unit 52 switches to the second control state when the amount of torque decrease is equal to or greater than a predetermined torque and the rotational speed N of the crank 14 is equal to or greater than the predetermined speed NX. In this case, the predetermined value P2X includes a predetermined torque and a predetermined speed NX corresponding to the slip state of the wheel.

  When the seventh detection unit 70 includes a crank rotation sensor and a vehicle speed sensor, the second parameter P2 includes a difference between a value calculated by the crank rotation sensor and a vehicle speed V calculated by the vehicle speed sensor. Specifically, in the first control state, the control unit 52 determines that the difference between the value obtained by multiplying the rotational speed N of the crank 14 by the speed ratio R and the vehicle speed V calculated by the vehicle speed sensor is equal to or greater than the first predetermined speed VX. In this case, the state is switched to the second control state. In this case, the predetermined value P2X includes the first predetermined speed VX. When the difference between the rotational speed N of the crank 14 and the vehicle speed V calculated by the vehicle speed sensor divided by the speed ratio R is equal to or higher than the second predetermined speed VY in the first control state, the control unit 52 You may switch to the control state. In this case, the predetermined value P2X includes the second predetermined speed VY.

  With reference to FIG. 15, the process which switches a 1st control state and a 2nd control state in an 8th example is demonstrated. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S121 of the flowchart shown in FIG. As long as power is supplied, the controller 52 executes the processing from step S121 every predetermined period.

  In step S121, the controller 52 determines whether or not it is in the first control state. The control part 52 complete | finishes a process, when it is not a 1st control state. In the case of the first control state, the control unit 52 proceeds to step S122.

  In step S122, the controller 52 determines whether or not the second parameter P2 is equal to or greater than a predetermined value P2X. When the second parameter P2 is not equal to or greater than the predetermined value P2X, the control unit 52 ends the process. When the second parameter P2 is greater than or equal to the predetermined value P2X, the control unit 52 proceeds to step S123.

  In step S123, the controller 52 switches to the second control state and proceeds to step S124. In step S124, the controller 52 determines whether or not a condition for switching to the first control state is satisfied. When the switching condition to the first control state is opposite to the switching condition to the second control state, the switching condition to the first control state is established when the second parameter P2 is not equal to or greater than the predetermined value P2X. The controller 52 repeats the determination process in step S124 until the condition for switching to the first control state is satisfied. When the condition for switching to the first control state is satisfied, the control unit 52 proceeds to step S125. In step S125, the controller 52 switches to the first control state and ends the process.

  The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S124, the control unit 52 may determine that the condition for switching to the first control state is satisfied when a predetermined time has elapsed since switching to the second control state in step S123.

  In the ninth example, the control unit 52 detects the connection between the rider's shoes and the shoe connection mechanism of the pedal 24 as information related to the pedaling preparation state, and outputs the first control state according to the output of the eighth detection unit 72. Switch to the second control state. The control unit 52 switches to the second control state when at least one shoe of the rider is removed from the shoe coupling mechanism in the first control state. In this case, it is preferable that the control device 50 further includes an eighth detection unit 72.

  The shoe connecting mechanism removably connects the rider's shoes and the pedal 24. The pedal 24 is preferably a binding pedal. For example, the eighth detection unit 72 is provided in at least one of the rider's shoes and the pedal 24, and the rider's shoes and the pedal are connected in a normal state and in the normal state. Outputs different signals. For example, it includes a contact sensor provided in a portion of the shoe coupling mechanism that comes into contact with the shoe when the rider's shoe and the pedal are coupled in a normal state.

  With reference to FIG. 16, the process which switches a 1st control state and a 2nd control state in a 9th example is demonstrated. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S131 of the flowchart shown in FIG. As long as power is supplied, the controller 52 executes the processing from step S131 every predetermined period.

  In step S131, the controller 52 determines whether or not the control state is the first control state. The control part 52 complete | finishes a process, when it is not a 1st control state. In the case of the first control state, the control unit 52 proceeds to step S132.

  In step S132, the controller 52 determines whether or not at least one shoe of the rider has been removed from the shoe coupling mechanism. The control part 52 complete | finishes a process, when at least one shoes of a rider are not removed from the shoe connection mechanism. If at least one shoe of the rider is removed from the shoe coupling mechanism, the control unit 52 proceeds to step S133.

  In step S133, the controller 52 switches to the second control state and proceeds to step S134. In step S134, the controller 52 determines whether or not a condition for switching to the first control state is satisfied. When the switching condition to the first control state is opposite to the switching condition to the second control state, the switching condition to the first control state is when at least one shoe of the rider is removed from the shoe coupling mechanism. To establish. The control unit 52 repeats the determination process in step S134 until the condition for switching to the first control state is satisfied. When the condition for switching to the first control state is satisfied, the control unit 52 proceeds to step S135. In step S135, the control unit 52 switches to the first control state and ends the process.

  The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S134, the control unit 52 may determine that the condition for switching to the first control state is satisfied when a predetermined time has elapsed since switching to the second control state in step S133.

  The control unit 52 may perform switching processing between one of the first control state and the second control state illustrated in FIGS. 5 to 16, and two or more of those illustrated in FIGS. 5 to 16. Switching processing between the first control state and the second control state may be performed.

  The controller 52 may be configured to be switchable between the first control state and the second control state according to the second predetermined condition. The control unit 52 switches the first control state from the first control state to the second control state in response to the establishment of the second predetermined condition, and the first control state even when the second predetermined condition is established. Any one of the second modes to be maintained is configured to be selectable in accordance with an instruction from the rider. The rider uses the operation unit to instruct whether to select the first mode or the second mode. The operation unit may be provided in the cycle computer or may be provided in an external device such as a personal computer and a smartphone. The second predetermined condition includes, for example, at least one of the switching conditions to the second control state in the first to ninth examples.

  For example, in the ninth example, when the rider is wearing shoes that are not connected to the shoe connecting mechanism, and when the pedal 24 does not include the shoe connecting mechanism in the manpowered vehicle 10, Since the pedal is not connected in a normal state, the control unit 52 maintains the second control state. In this case, the control unit 52 can maintain the first control state by selecting the second mode.

  With reference to FIG. 17, a process of switching between the first control state and the second control state when the first mode and the second mode can be selected will be described. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S141 of the flowchart shown in FIG. As long as power is supplied, the control unit 52 executes the processing from step S141 every predetermined period.

  In step S141, the controller 52 determines whether or not it is in the first control state. The control part 52 complete | finishes a process, when it is not a 1st control state. In the first control state, the control unit 52 proceeds to step S142.

  In step S142, the controller 52 determines whether or not the second predetermined condition is satisfied. When the second predetermined condition is not satisfied, the control unit 52 ends the process. When the second predetermined condition is satisfied, the control unit 52 proceeds to step S143.

  In step S143, the controller 52 determines whether or not the first mode is set. If the control unit 52 is not in the first mode, the process ends. In the first mode, the control unit 52 proceeds to step S144.

  In step S144, the controller 52 switches to the second control state and proceeds to step S145. In step S145, the controller 52 determines whether or not a condition for switching to the first control state is satisfied. When the switching condition to the first control state is opposite to the switching condition to the second control state, the switching condition to the first control state is satisfied when the second predetermined condition is not satisfied. The control unit 52 repeats the determination process in step S145 until the condition for switching to the first control state is satisfied. When the condition for switching to the first control state is satisfied, the control unit 52 proceeds to step S146. In step S146, the control unit 52 switches to the first control state and ends the process.

  In step S143, the control unit 52 ends the process in the second mode. For this reason, the first control state is maintained without being switched from the first control state to the second control state.

  The condition for switching to the first control state may be satisfied when a predetermined time has elapsed since switching to the second control state. In this case, in step S144, the control unit 52 may determine that the condition for switching to the first control state is satisfied when a predetermined time has elapsed since switching to the second control state in step S143.

(Modification)
The description regarding the said embodiment is an illustration of the form which the control apparatus for manpowered vehicles according to this invention can take, and it does not intend restrict | limiting the form. The control device for a manpowered vehicle according to the present invention can take a form in which, for example, a modification of the above-described embodiment described below and at least two modifications not contradicting each other are combined. In the following modified examples, the same reference numerals as those of the embodiment are given to portions common to the embodiment, and the description thereof is omitted.

  In the first control state, the control unit 52 is configured to be able to change the gear ratio R when a shift request is generated by an operation of the shift operation device. In the second control state, the control unit 52 receives a shift request by operating the shift operation device. If it occurs, the gear ratio R may not be changed.

  In addition to at least one of the first example to the second example, the control unit 52 switches to the second control state when the road gradient is a downhill of a predetermined gradient or more in the first control state. Also good.

  The control unit 52 may change the speed ratio R depending on conditions other than the traveling state and the traveling environment of the human-powered vehicle 10. For example, the control unit 52 changes the speed ratio R according to the rider state. The state of the rider includes, for example, a heart rate.

  DESCRIPTION OF SYMBOLS 10 ... Human-powered vehicle, 12 ... Vehicle body, 14 ... Crank, 22A ... Steering wheel, 24 ... Pedal, 34 ... Transmission, 50 ... Control device for human-powered vehicle, 52 ... Control part, 58 ... First detection part, 60 ... 2nd detection part, 62 ... 3rd detection part, 64 ... 4th detection part, 66 ... 5th detection part, 68 ... 6th detection part, 70 ... 7th detection part, 72 ... 8th detection part.

Claims (23)

Including a control unit that controls a transmission that changes a gear ratio of a manpowered vehicle;
The control unit is configured to control the transmission so as to change the speed ratio according to a first predetermined condition, and to control the change of the speed ratio more than the first control state. The second control state for controlling the transmission includes a motion state of a vehicle body of the human-powered vehicle, a steering state of the human-powered vehicle, a surface state of a traveling path on which the human-powered vehicle travels, and a state of the human-powered vehicle. A control device for a manpowered vehicle configured to be switchable according to at least one of pedaling preparation states related to a pedal.   The control apparatus for a manpowered vehicle according to claim 1, wherein the movement state includes at least one of a posture of the vehicle body with respect to the travel path and a change in the posture.   The control unit detects the at least one of the yaw angle of the vehicle body and the roll angle of the vehicle body as information relating to the motion state, and controls the first control state and the second control state according to the output of the first detection unit. The control device for manpowered vehicles according to claim 2 which switches between.   4. The human power according to claim 3, wherein, in the first control state, the control unit switches to the second control state when at least one of a yaw angle of the vehicle body and a roll angle of the vehicle body is larger than the first angle. 5. Control device for driving car.   The control unit switches to the second control state when at least one of the yaw angle of the vehicle body and the roll angle of the vehicle body repeats increasing and decreasing within a first period in the first control state. 5. A control device for a manpowered vehicle according to 3 or 4. The control unit is configured to detect at least one of a pitch angle of the vehicle body, a vertical displacement of the vehicle body, and a suspension stroke amount as information relating to the motion state, according to an output of the second detection unit. Switching between the control state and the second control state;
In the first control state, the control unit, when at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount repeatedly increases and decreases within a second period, The control device for a manpowered vehicle according to any one of claims 2 to 5, wherein the control device is switched to a two-control state. The control unit is configured to output the first control state and the second control state according to an output of a third detection unit that detects a contact state of the wheel of the human-powered vehicle with the travel path as information on the motion state. Switch
The control device for a manpowered vehicle according to any one of claims 2 to 6, wherein, in the first control state, the control unit switches to the second control state when the wheel is separated from the travel path. . The control unit switches between the first control state and the second control state in accordance with an output of a fourth detection unit that detects, as information related to the motion state, a first parameter that changes according to a change in the posture of the rider,
The control unit according to any one of claims 1 to 7, wherein in the first control state, the first parameter is switched to the second control state when the first parameter is in a state corresponding to the rise of the rider. The control apparatus for the manpower drive vehicle of description. The first parameter includes a human driving force input to the human driving vehicle,
The control unit, in the first control state, when the magnitude of the manpower driving force becomes a first value or more, and between the change in the manpower driving force and the change in the phase of the crank of the manpowered vehicle The control device for a manpowered vehicle according to claim 8, wherein the control is switched to the second control state in at least one case where the relationship becomes a predetermined relationship. The first parameter includes a roll angle of the vehicle body,
The controller for a manpowered vehicle according to claim 8 or 9, wherein, in the first control state, the control unit switches to the second control state when a change amount of the roll angle is larger than a predetermined change amount.   The said control part switches the said 1st control state and the said 2nd control state according to the output of the 5th detection part which detects the steering angle of the steering wheel of the said human-powered vehicle as the information regarding the said steering state. The control apparatus for human-powered vehicles as described in any one of 1-10.   The control device for a manpowered vehicle according to claim 11, wherein the control unit switches to the second control state when the steering angle is larger than the first steering angle in the first control state.   The control for a manpowered vehicle according to claim 11 or 12, wherein, in the first control state, the control unit switches to the second control state when the steering angle repeatedly increases and decreases within a third period. apparatus.   The control unit switches between the first control state and the second control state according to the steering state in response to an output of a sixth detection unit that detects a gripping state of the handle of the human-powered vehicle of the rider. The control device for manpowered vehicles according to any one of claims 1 to 13.   The controller for a manpowered vehicle according to claim 14, wherein the control unit switches to the second control state when at least one hand of a rider does not hold the handle in the first control state.   The control unit detects the second parameter correlated with the friction coefficient of the surface of the traveling road or the friction coefficient as information related to the surface state of the traveling road, according to the output of the seventh detection unit. The control apparatus for human-powered vehicles as described in any one of Claims 1-15 which switches between a 2nd control state and the said 2nd control state.   The controller for a manpowered vehicle according to claim 16, wherein the control unit switches to the second control state when the second parameter is equal to or greater than a predetermined value in the first control state.   The control unit is configured to detect the connection between the rider shoe and the pedal shoe coupling mechanism as information related to the pedaling preparation state according to the output of the eighth detection unit, and the first control state and the second control state. The control apparatus for human-powered vehicles as described in any one of Claims 1-17 which switches.   The control device for a manpowered vehicle according to claim 18, wherein the control unit switches to the second control state when at least one shoe of a rider is detached from the shoe coupling mechanism in the first control state. .   The control device for a manpowered vehicle according to any one of claims 1 to 19, wherein the first predetermined condition includes a traveling state and a traveling environment of the manpowered vehicle.   The human power drive according to any one of claims 1 to 20, wherein the control unit controls the transmission so as not to change the speed ratio in accordance with the first predetermined condition in the second control state. Vehicle control device. The controller is
In the first control state, when the parameters relating to the traveling state and traveling environment of the manpowered vehicle are out of the first range, the transmission is controlled to change the speed ratio,
The human-powered vehicle according to claim 21, wherein, in the second control state, the transmission is controlled to change the speed ratio when the parameter is outside a second range that is wider than the first range. Control device. Including a control unit that controls a transmission that changes a gear ratio of a manpowered vehicle;
The control unit is configured to control the transmission so as to change the speed ratio according to a first predetermined condition, and to control the change of the speed ratio more than the first control state. The second control state for controlling the transmission is configured to be switchable according to a second predetermined condition,
The control unit switches the first control state from the first control state to the second control state in response to the establishment of the second predetermined condition, and the first control state even when the second predetermined condition is established. A human-powered vehicle control device configured to be able to select one of the second modes to be maintained in accordance with an instruction from a rider.