JP7300246B2 - Manpowered vehicle controller - Google Patents

Description

The present invention relates to a controller for a manpowered vehicle.

A control device for a manpower-driven vehicle disclosed in Patent Document 1 controls a transmission according to a predetermined condition to change a gear ratio.

Japanese Patent Publication No. 10-511621

The manpowered vehicle control device does not take into account the case where it is not desirable to change the gear ratio.
SUMMARY OF THE INVENTION An object of the present invention is to provide a control device for a manpower-driven vehicle capable of suitably controlling a transmission.

A control device for a manpowered vehicle according to a first aspect of the present invention includes a control unit that controls a transmission that changes a gear ratio of the manpowered vehicle, the control unit changing the gear ratio according to a first predetermined condition. A first control state for controlling the transmission to change the gear ratio, and a second control state for controlling the transmission to suppress the change of the gear ratio more than the first control state. the motion state of the vehicle body, the steering state of the manpowered vehicle, the surface state of the road on which the manpowered vehicle travels, and the pedaling preparation state of the pedals of the manpowered vehicle. Configured.
According to the manpower-driven vehicle control device of the first aspect, the motion state of the body of the manpower-driven vehicle, the steering state of the manpower-driven vehicle, the surface state of the road on which the manpower-driven vehicle travels, and the pedals of the manpower-driven vehicle can be switched to a first control state or a second control state suitable for at least one of the pedaling preparation states for. Therefore, the transmission can be suitably controlled.

In the control device for a manpowered vehicle according to the second aspect according to the first aspect, the state of motion includes at least one of an attitude of the vehicle body with respect to the roadway and a change in the attitude.
According to the control device for a manpower-driven 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 attitude of the vehicle body with respect to the road and the change of the attitude.

In the control device for a manpowered vehicle according to the third aspect according to the two aspects, the control unit includes a first detection unit that detects at least one of a yaw angle of the vehicle body and a roll angle of the vehicle body as information related to the motion state. The first control state and the second control state are switched according to the output.
According to the control device for manpower-driven vehicle of the third aspect, the information regarding the motion state can be preferably detected by the first detection section 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 manpowered vehicle according to the fourth aspect according to the third aspect, the control unit, in the first control state, causes at least one of a yaw angle of the vehicle body and a roll angle of the vehicle body to be greater than a first angle. If so, it switches to the second control state.
According to the control device for manpower-driven vehicle of the fourth aspect, 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, it is possible to suppress the change of the gear ratio.

In the control device for a manpowered vehicle according to the fifth aspect according to the third or fourth aspect, the control unit is arranged such that, in the first control state, at least one of the yaw angle of the vehicle body and the roll angle of the vehicle body If the increase and decrease are repeated within the second control state, the control state is switched to the second control state.
According to the manpower-driven vehicle control device of the fifth aspect, when at least one of the yaw angle of the vehicle body and the roll angle of the vehicle body repeats an increase and a decrease within the first period, it is possible to suppress the change of the gear ratio.

In the control device for a manpowered vehicle according to any one of the second to fifth aspects, the control unit controls the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the amount of suspension stroke. Switching between the first control state and the second control state according to the output of a second detection unit that detects at least one of the motion states as information about the motion state, the control unit switching between the first control state and the When at least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the suspension stroke amount repeats an increase and a decrease within the second period, the control state is switched to the second control state.
According to the control device for a manpower-driven 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 amount of suspension stroke repeats increase and decrease within the second period, the gear shift is performed. A change in ratio can be suppressed. At least one of the pitch angle of the vehicle body, the vertical displacement of the vehicle body, and the amount of suspension stroke can be preferably detected by the second detector.

In the control device for a manpowered vehicle according to any one of the second to sixth aspects, the control unit stores a state of contact of wheels of the manpowered vehicle with the travel path as information related to the motion state. Switching between the first control state and the second control state according to the output of the third detection unit that detects as , to the second control state.
According to the control device for a manpower-driven vehicle of the seventh aspect, when the wheels are separated from the travel road, it is possible to suppress the change of the gear ratio. Further, the contact state of the wheels of the manpowered vehicle with the travel road can be preferably detected by the third detector.

In the eighth aspect control device for a manpowered vehicle according to any one of the first to seventh aspects, the control unit detects a first parameter that changes according to a change in rider's posture as information about the motion state. 4 switching between the first control state and the second control state according to the output of the detection unit, and the control unit controls the state in which the first parameter corresponds to the rider's standing rowing in the first control state; , the control state is switched to the second control state.
According to the manpower-driven vehicle control device of the eighth aspect, when the first parameter is in a state corresponding to the rider's standing rowing, it is possible to suppress the change of the gear ratio. Further, the posture change of the rider can be preferably detected by the fourth detection section.

In the ninth aspect of the manpowered vehicle control device according to the eighth aspect, the first parameter includes a manpowered driving force input to the manpowered vehicle, and the control unit, in the first control state, controls the At least one of when the magnitude of the human-powered driving force becomes equal to or greater than a first value, and when the relationship between a change in the human-powered driving force and a change in the phase of the crank of the human-powered vehicle satisfies a predetermined relationship. WHEREIN: It switches to said 2nd control state.
According to the control device for a manpower-driven vehicle of the ninth aspect, when the magnitude of the manpower-driving force becomes equal to or greater than the first value, and when the change in the manpower-driving force and the phase change of the crank of the manpower-driven vehicle In at least one case where the relationship becomes the predetermined relationship, the change in 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 controls the roll angle in the first control state. When the amount of change is greater than the predetermined amount of change, the control state is switched to the second control state.
According to the manpower-driven vehicle control device of the tenth aspect, when the change amount of the roll angle is larger than the predetermined change amount, it is possible to suppress the change of the gear ratio.

In the eleventh aspect of the manpowered vehicle control device according to any one of the first to tenth aspects, the control unit detects a steering angle of a steering wheel of the manpowered vehicle as information on the steering state. The first control state and the second control state are switched according to the output of the detection section.
According to the manpower-driven vehicle control device of the eleventh aspect, the steering angle of the steering wheel of the manpower-driven vehicle can be preferably detected by the fifth detector.

In the manpowered vehicle control device according to the twelfth aspect according to the eleventh aspect, the control unit switches to the second control state when the steering angle is greater than the first steering angle in the first control state.
According to the manpower-driven vehicle control device of the twelfth aspect, when the steering angle is greater than the first steering angle, change in the gear ratio can be suppressed.

In the thirteenth aspect according to the eleventh or twelfth aspect, in the control device for a manpowered vehicle according to the eleventh or twelfth aspect, when the steering angle repeats an increase and a decrease within a third period in the first control state, the control unit controls the Switch to the second control state.
According to the manpower-driven vehicle control device of the thirteenth aspect, when the steering angle repeats an increase and a decrease within the third period, it is possible to suppress the change of the gear ratio.

In the manpowered vehicle control device of the fourteenth aspect according to any one of the first to thirteenth aspects, the control unit includes an output of a sixth detection unit that detects a gripping state of a handle of the manpowered vehicle by a rider. , the first control state and the second control state are switched according to the steering state.
According to the manpower-driven vehicle control device of the fourteenth aspect, the rider's gripping state of the handle of the manpower-driven vehicle can be preferably detected by the sixth detector.

In the control device for a manpowered vehicle according to the 14th aspect, the control unit is configured to operate in the second control state when at least one hand of a rider is not gripping the steering wheel in the first control state. switch to
According to the manpower-driven vehicle control device of the fifteenth aspect, when at least one hand of the rider is not gripping the steering wheel, it is possible to suppress the change of the gear ratio.

In the sixteenth aspect manpowered vehicle control device according to any one of the first to fifteenth aspects, the control unit sets the coefficient of friction of the surface of the travel road or a second parameter correlated with the coefficient of friction to the The first control state and the second control state are switched in accordance with the output of the seventh detection section that detects information about the surface condition of the road.
According to the manpower-driven vehicle control device of the sixteenth aspect, the coefficient of friction or the coefficient of friction of the surface of the road can be preferably detected by the seventh detector.

In the manpowered vehicle control device according to the seventeenth aspect according to the sixteenth aspect, 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.
According to the manpower-driven vehicle control device of the seventeenth aspect, when the second parameter is equal to or greater than the predetermined value, change of the gear ratio can be suppressed.

In the eighteenth aspect control device for a manpowered vehicle according to any one of the first to seventeenth aspects, the control unit controls connection between a rider's shoe and a shoe connection mechanism of the pedal in relation to the pedaling preparation state. 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 manpower-driven vehicle control device of the eighteenth aspect, the connection between the pedal and the shoe connection mechanism can be preferably detected by the eighth detection section.

In the control device for a manpowered vehicle according to the eighteenth aspect, the control unit controls the control unit, in the first control state, when at least one shoe of a rider is detached from the shoe coupling mechanism, the second control device. Switch to control state.
According to the manpower-driven vehicle control device of the nineteenth aspect, when at least one shoe of the rider is removed from the shoe coupling mechanism, it is possible to suppress the change of the gear ratio.

In the manpower-driven vehicle control device of the twentieth aspect according to any one of the first to nineteenth aspects, the first predetermined condition includes a driving state and a driving environment of the manpower-driven vehicle.
According to the manpower-driven vehicle control device of the twentieth aspect, in the first control state, the transmission can be suitably controlled according to the running state and running environment of the manpower-driven vehicle.

In the control device for a manpowered vehicle according to any one of the first to twentieth aspects, the control unit changes the gear ratio in accordance with the first predetermined condition in the second control state. to control the transmission so as not to
According to the manpower-driven vehicle control device of the twenty-first aspect, in the second control state, it is possible to further suppress the change of the gear ratio.

In the control device for a manpowered vehicle according to the 22nd aspect, the control unit controls, in the first control state, when the parameters relating to the driving state and the driving environment of the manpowered vehicle are out of the first range. and controlling the transmission to change the gear ratio, and changing the gear ratio when the parameter falls outside a second range wider than the first range in the second control state. controlling the transmission;
According to the manpower-driven vehicle control device of the twenty-second aspect, in the second control state, it is possible to further suppress the change of the gear ratio.

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, wherein the control unit changes the gear ratio according to a first predetermined condition. A first control state in which the transmission is controlled to change the gear ratio, and a second control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state. and the control unit switches from the first control state to the second control state in response to the establishment of a second predetermined condition, and the second predetermined condition is established. Either of the second modes for maintaining the first control state even in such a case can be selected according to the rider's instruction.
According to the manpower-driven vehicle control device of the twenty-third aspect, the rider can select between the first mode and the second mode.

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

1 is a side view of a manpowered vehicle including the manpowered vehicle control device of the embodiment; FIG. 1 is a block diagram showing an electrical configuration of a control device for a manpowered vehicle according to an embodiment; FIG. FIG. 3 is a flow chart of processing for changing a gear ratio in a first control state, which is executed by the control unit in FIG. 2; FIG. FIG. 3 is a flow chart of processing for changing a gear ratio in a second control state, which is executed by the control unit of FIG. 2; FIG. 3 is a flowchart of processing for switching between a first control state and a second control state in the first example, which is executed by the control unit in FIG. 2; 3 is a flowchart of processing for switching between a first control state and a second control state in a second example, which is executed by the control unit in FIG. 2; 3 is a flowchart of processing for switching between a first control state and a second control state in an example of a third example executed by the control unit in FIG. 2; 10 is a flowchart of processing for switching between the first control state and the second control state in another example of the third example, which is executed by the control unit in FIG. 2; FIG. 10 is a flowchart of processing for switching between the first control state and the second control state in the fourth example, which is executed by the control unit in FIG. 2; FIG. 10 is a flowchart of processing for switching between the first control state and the second control state in one example of the fifth example executed by the control unit in FIG. 2; 10 is a flowchart of processing for switching between the first control state and the second control state in another example of the fifth example, which is executed by the control unit in FIG. 2; 10 is a flowchart of processing for switching between the first control state and the second control state in one example of the sixth example executed by the control unit in FIG. 2; 10 is a flowchart of processing for switching between the first control state and the second control state in another example of the sixth example, which is executed by the control unit in FIG. 2; FIG. 11 is a flowchart of processing for switching between the first control state and the second control state in the seventh example executed by the control unit in FIG. 2; FIG. FIG. 11 is a flowchart of processing for switching between the first control state and the second control state in the eighth example, which is executed by the control unit in FIG. 2; FIG. FIG. 11 is a flowchart of a process of switching between the first control state and the second control state in the ninth example, which is executed by the control unit in FIG. 2; FIG. 3 is a flowchart of processing for switching between a first control state and a second control state when a first mode and a second mode can be selected, which is executed by the control unit of FIG. 2;

(embodiment)
A human-powered vehicle control device 50 according to an embodiment will be described with reference to FIGS. 1 to 16. FIG. Hereinafter, the human-powered vehicle control device 50 is simply referred to as the control device 50 . The control device 50 is provided in the manpowered vehicle 10 . The human-powered vehicle 10 is a vehicle that can be driven at least by human-powered driving force. Manpowered vehicle 10 includes, for example, a bicycle. The manpowered vehicle 10 is not limited in the number of wheels, and includes, for example, unicycles and vehicles with three or more wheels. The human powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bikes, as well as electrically assisted bicycles (E-bikes). In the following embodiments, the manpowered vehicle 10 will be described as a bicycle.

As shown in FIG. 1 , manpowered vehicle 10 includes vehicle body 12 , crank 14 , and drive wheels 16 . Body 12 includes frame 18, front fork 20, handle 22A, and stem 22B. A human power driving force H is input to the crank 14 . The crank 14 includes a crankshaft 14A rotatable with respect to the frame 18 and crank arms 14B provided at axial ends of the crankshaft 14A. A pedal 24 is connected to each crank arm 14B. Drive wheel 16 is driven by rotation of crank 14 . A drive wheel 16 is supported by a frame 18 . The crank 14 and drive wheel 16 are connected by a drive mechanism 26 . The drive mechanism 26 includes a first rotor 28 coupled to the crankshaft 14A. The crankshaft 14A and the first rotor 28 may be coupled via a first one-way clutch. The first one-way clutch rotates the first rotating body 28 forward when the crank 14 rotates forward, and prevents the first rotating body 28 from rotating backward when the crank 14 rotates backward. The first rotating body 28 includes a sprocket, pulley, or bevel gear. 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 . Coupling member 32 includes, for example, a chain, belt, or shaft.

The second rotating body 30 is connected to the driving wheels 16 . The second rotating body 30 includes a sprocket, pulley, or bevel gear. A second one-way clutch is preferably provided between the second rotor 30 and the driving wheel 16 . The second one-way clutch rotates the driving wheels 16 forward when the second rotating body 30 rotates forward, and prevents the driving wheels 16 from rotating backward when the second rotating body 30 rotates backward. .

Manpowered vehicle 10 includes front and rear wheels. A front wheel is attached to the frame 18 via a front fork 20 . A handlebar 22A is connected to the front fork 20 via a stem 22B. In the following embodiments, the driving wheels 16 are the rear wheels, but the driving wheels 16 may be the front wheels.

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 constitutes a transmission together with the electric actuator 36 . Electric actuator 36 includes an electric motor. The transmission 34 is used to change the gear ratio R of the rotation speed N of the crank 14 to the rotation speed N of the drive wheels 16 . The transmission 34 is configured to change the gear ratio R stepwise. The electric actuator 36 causes the transmission 34 to perform a speed change operation. Transmission 34 is controlled by control unit 52 of control device 50 . The electric actuator 36 is communicably connected to the controller 52 by wire or wirelessly. The electric actuator 36 can communicate with the controller 52 by, for example, power line communication (PLC). The electric actuator 36 causes the transmission 34 to perform a speed change operation according to a control signal from the control unit 52 . Transmission 34 includes at least one of an internal transmission and an external transmission (derailleur). Transmission 34 includes at least one of a rear transmission 34A and a front transmission. The rear transmission 34A changes the ratio of the rotation speed N of the crank 14 to the rotation speed N of the drive wheels 16 . Specifically, the rear transmission 34A changes the ratio of the radius of rotation of the second rotor 30 connected to the connecting member 32 to the radius of rotation of the driving wheels 16 . Transmission 34 may include a front transmission. The front transmission changes the ratio of the rotational speed N of the crank 14 to the rotational speed of the drive wheels 16 . Specifically, the front transmission changes the ratio of the radius of rotation of the first rotating body 28 connected to the connecting member 32 to the radius of rotation of the crank 14 . Transmission 34 may include both a rear transmission 34A and a front transmission.

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

As shown in FIG. 2, human powered vehicle 10 further includes battery 44 . Battery 44 includes one or more battery cells. A battery cell includes a rechargeable battery. The battery 44 supplies power to other electrical components provided in the manpowered vehicle 10 and electrically connected to the battery 44 by wires, such as the transmission 34 and the controller 50 . The battery 44 is communicably connected to the controller 52 of the controller 50 by wire or wirelessly. The battery 44 can communicate with the controller 52 by, for example, power line communication (PLC). The battery 44 may be attached to the outside of the frame 18 or at least partially housed inside the frame 18 .

The manpowered vehicle controller 50 includes a controller 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). Control unit 52 may include one or more microcomputers. The control unit 52 may include a plurality of processing units that are spaced apart at a plurality of locations. Control device 50 further includes 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, nonvolatile memory and 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 gear ratio R of the manpowered vehicle 10 . The control unit 52 defines the first control state and the second control state according to the motion state of the vehicle body 12 of the manpowered vehicle 10, the steering state of the manpowered vehicle 10, the surface state of the road on which the manpowered vehicle 10 travels, and the , in accordance with at least one of the pedaling readiness states of the pedals 24 of the manpowered vehicle 10 . In the first control state, the control unit 52 controls the transmission 34 to change the gear ratio R according to the first predetermined condition. The control unit 52 controls the transmission 34 to suppress the change of the gear ratio R in the second control state more than in the first control state. If 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 gear 34A and the front transmission may be controlled.

The kinetic state of the vehicle body 12 of the manpowered vehicle 10 indicates a state that affects the kinetic energy of the vehicle body 12 of the manpowered vehicle 10 . The motion state of the vehicle body 12 of the manpowered vehicle 10 includes, for example, the attitude of the vehicle body 12 with respect to the road, changes in the attitude of the vehicle body 12 with respect to the road, the contact state of the wheels of the manpowered vehicle 10 with the road, the attitude of the rider, and at least one of posture changes of the rider.
The steering state of the manpowered vehicle 10 indicates a state related to the operation of the steering wheel 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 manpowered vehicle 10 by the rider.
The surface condition of the road on which the manpowered vehicle 10 travels indicates the surface condition of the road that affects the behavior of the manpowered vehicle 10 . The surface condition of the road on which the manpowered vehicle 10 travels includes, for example, at least one of the coefficient of friction of the surface of the road, the wetness of the road, the state of snow on the road, and the pavement of the road. .
The pedaling readiness state of the pedals 24 of the manpowered vehicle 10 indicates the state of the equipment of the manpowered vehicle 10 and/or the rider for pedaling. The pedaling preparation state of the pedals 24 of the manpowered vehicle 10 includes, for example, the state of connection between the rider's shoes and the pedals 24 and the shoe connection mechanism, the type of connection of the shoes connected to the shoe connection mechanism, and the connection of the shoes. including at least one of the deterioration states of parts.

The first predetermined condition includes the driving state and driving environment of the manpowered vehicle 10 . In the first control state, the control unit 52 controls the transmission 34 to change the gear ratio R when the parameter P regarding the running state and running environment of the manpowered 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, the manpower driving force H, and the road gradient. Control device 50 preferably further includes a detector 56 for detecting parameter P. FIG. When the parameter P is out of the first range, the controller 52 preferably controls the transmission 34 so that the parameter P changes within the first range.

When the parameter P includes the rotation speed N of the crank 14, the control unit 52 operates the transmission 34 so that the gear ratio R increases when the rotation speed N of the crank 14 exceeds the upper limit value of the first range. When the rotation 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 detector 56 includes a crank rotation sensor 56A.

Crank rotation sensor 56A is used to detect rotation speed N of crank 14 of manpowered vehicle 10 . The crank rotation sensor 56A is attached to the frame 18 of the manpowered 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 changes in the circumferential direction is provided on the crankshaft 14A or on the power transmission path between the crankshaft 14A and the first rotating body 28 . The crank rotation sensor 56A is communicably connected to the controller 52 by wire or wirelessly. Crank rotation sensor 56A outputs a signal corresponding to rotation speed N of crank 14 to 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 rotor 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 human-powered driving force H, the control unit 52 controls the transmission 34 so that the gear ratio R becomes smaller when the human-powered 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 becomes large. In this case, the detector 56 includes a torque sensor 56B.

The torque sensor 56B is used to detect the torque of the manpower driving force H. FIG. The torque sensor 56B is provided, for example, on the crankshaft 14A. The torque sensor 56B detects the torque of the manpower driving force H input to the crank 14 . For example, when a power transmission path is provided with a first one-way clutch, the torque sensor 56B is provided upstream of the first one-way clutch. Torque sensor 56B includes a strain sensor, a magnetostrictive sensor, or the like. A strain sensor includes a strain gauge. If the torque sensor 56B includes a strain sensor, the strain sensor is preferably provided on the outer periphery of the rotating body included in the power transmission path. Torque sensor 56B may include a wireless or wired communication unit. A communication section of the torque sensor 56B is configured to be communicable with the control section 52 .

When the parameter P includes the road surface gradient, the controller 52 controls the transmission 34 so that the gear ratio R becomes smaller when the road surface gradient becomes larger than the upper limit value of the first range. 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 detector 56 includes a gradient sensor 56C.

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

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

Referring to FIG. 3, processing for changing gear 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 control unit 52 executes the process from step S11 at predetermined intervals.

In step S11, the control unit 52 determines whether or not it is in the first control state. If the control unit 52 is not in the first control state, the process ends. In the case of the first control state, the control unit 52 proceeds to step S12.

In step S12, the control unit 52 determines whether the parameter P is outside the first range. If the parameter P is outside the first range, the controller 52 proceeds to step S13. In step S13, the control unit 52 controls the transmission 34 to change the gear ratio R, and ends the process. If the gear 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 trying to increase the gear ratio R in order to change the parameter P within the first range and when the gear ratio R is the maximum gear ratio R. For example, the control unit 52 does not control the transmission 34 when trying to decrease the gear ratio R in order to change the parameter P within the first range and when the gear ratio R is the minimum gear ratio R.

In step S<b>11 , if the control unit 52 is not in the first control state, the control unit 52 ends the process without controlling the transmission 34 . Therefore, 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 gear ratio R when the parameter P is out of a second range wider than the first range in the second control state. Specifically, the upper limit of the second range is greater than the upper limit of the first range, or the lower limit of the second range is smaller than the lower limit of the first range, or the upper limit of the second range is It is larger than the upper limit of the first range and the lower limit of the second range is smaller than the lower limit of the second range. In this case, the processing of FIG. 4 is performed in addition to the processing of FIG.

Referring to FIG. 4, processing for changing gear 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 process from step S21 at predetermined intervals.

In step S21, the control unit 52 determines whether or not it is in the second control state. In step S21, if the control unit 52 is not in the second control state, the process ends. If the control unit 52 is not in the second control state, the process ends. In the case of the second control state, the control unit 52 proceeds to step S22.

In step S22, the control unit 52 determines whether the parameter P is outside the second range. If the parameter P is outside the second range, the controller 52 proceeds to step S23. In step S23, the control unit 52 controls the transmission 34 to change the gear ratio R, and ends the process. If the gear 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 trying to increase the gear ratio R in order to change the parameter P within the second range and when the gear ratio R is the maximum gear ratio R. For example, the control unit 52 does not control the transmission 34 when trying to reduce the gear ratio R to change the parameter P within the second range and when the gear ratio R is the minimum gear ratio R.

In the first control state, the control unit 52 controls the motion state of the vehicle body 12 of the manpowered vehicle 10, the steering state of the manpowered vehicle 10, the surface state of the road on which the manpowered vehicle 10 travels, and the state of the manpowered vehicle 10. When the condition for switching to the second control state regarding at least one of the pedaling preparation states regarding the pedal 24 is satisfied, the control state is switched to the second control state. The control unit 52 switches to the first control state when the condition for switching to the first control state is satisfied in the second control state. The conditions for switching to the second control state and the conditions for switching to the first control state may be opposite to each other. As the condition for switching to the second control state, a determination value different from the condition for switching to the first control state may be used. A condition for switching to the second control state may be different from a condition for switching to the first control state.

The motion state includes at least one of a posture of the vehicle body 12 with respect to the road and a change in posture. The attitude 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 regarding the motion state. In this case, it is preferable that the control device 50 further includes a first detection section 58 . In one example, the first detector 58 includes a tilt sensor. An example of a tilt sensor is a gyro sensor or an acceleration sensor. The first detector 58 is configured similarly to the tilt sensor of the tilt sensor 56C. The first detector 58 may be integrated with the gradient sensor 56C when the gradient sensor 56C includes a tilt sensor.

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 greater 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 increases while the manpowered vehicle 10 is turning, slaloming, and passing through a tight corner. When the first angle DX corresponds to the yaw angle DY, the first angle DX is set to correspond to the yaw angle DY while the manpowered vehicle 10 is turning, slaloming, or passing through a 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 while the manpowered vehicle 10 is turning, slaloming, or passing through a tight corner.

Processing for switching between the first control state and the second control state in the first example will be described with reference to FIG. 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 power is supplied, the control unit 52 executes the process from step S31 at predetermined intervals.

In step S31, the control unit 52 determines whether or not it is in the first control state. If the control unit 52 is not in the first control state, the process ends. In the case of the first control state, the control unit 52 proceeds to step S32.

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

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

The control unit 52 switches to the second control state in step S33, and proceeds to step S34. In step S34, the control unit 52 determines whether or not the condition for switching to the first control state is satisfied. If 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 that at least one of the yaw angle DY and the roll angle DR is larger than the first angle DX. It holds if it is not large. The control unit 52 repeats the determination process of 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 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 period of time has elapsed after 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 after switching to the second control state in step S33.

In a 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 repeatedly increases and decreases within the first period T1 in the first control state. For example, when the manpowered vehicle 10 is swaying or traveling in a place with many obstacles such as in a city, at least one of the yaw angle DY and the roll angle DR frequently increases and 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 have increased or decreased repeatedly when the manpowered vehicle 10 is swaying or traveling in a place with many obstacles such as in a city. be. For example, if at least one of the yaw angle DY and the roll angle DR increases by a first predetermined angle or more and decreases by a second predetermined angle or more in the first period T1, the controller 52 controls the yaw angle 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.

Processing for switching between the first control state and the second control state in the second example will be described with reference to FIG. 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 power is supplied, the control unit 52 executes the process from step S41 at predetermined intervals.

In step S41, the control unit 52 determines whether or not it is in the first control state. If the control unit 52 is not in the first control state, the process ends. In the case of the first control state, the control unit 52 proceeds to step S42.

In step S42, the control unit 52 determines whether or not at least one of the yaw angle DY and the roll angle DR has repeatedly increased and decreased within the first period T1. If at least one of the yaw angle DY and the roll angle DR has not repeatedly increased and decreased within the first period T1, the control unit 52 ends the process. If at least one of the yaw angle DY and the roll angle DR repeats an increase and a decrease within the first period T1, the control unit 52 proceeds to step S43.

In step S42, if the yaw angle DY repeats an increase and a decrease within the first period T1, the controller 52 may proceed to step S43. The control unit 52 may proceed to step S43 when the roll angle DR repeats an increase and a decrease within the first period T1. If both the yaw angle DY and the roll angle DR repeatedly increase and decrease within the first period T1, the control unit 52 may proceed to step S43.

In step S43, the control unit 52 switches to the second control state, and proceeds to step S44. In step S44, the control unit 52 determines whether or not the 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 that at least one of the yaw angle DY and the roll angle DR is within the first period T1. It is established when the increase and decrease are not repeated. The control unit 52 repeats the determination process of 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 control unit 52 switches to the first control state and terminates the process.

The condition for switching to the first control state may be satisfied when a predetermined period of time has elapsed after 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 met when a predetermined time has elapsed after switching to the second control state in step S43.

In the third example, the control unit 52 includes a second detection unit 60 that detects 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 as information related to the motion state. to switch between the first control state and the second control state according to the output of . In this case, it is preferable that the control device 50 further includes a second detection section 60 .

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

When the second detection unit 60 detects 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 for detecting vertical acceleration of the manpowered vehicle 10 . may be The second detection unit 60 may be integrated with the gradient sensor 56C when the gradient sensor 56C includes an acceleration sensor that detects vertical acceleration of the manpowered vehicle 10 .

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

In one example of the third example, in the first control state, the control unit 52 controls 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 vertical displacement of the vehicle body 12, When at least one of the value related to the rate of change in direction displacement, the suspension stroke amount L, and the value related to the rate of change of the suspension stroke amount L becomes equal to or greater than a 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 one or more times with respect to time. The value related to the rate of change of the vertical displacement of the vehicle body 12 includes the rate of change of the vertical displacement of the vehicle body 12 and a value obtained by differentiating the rate of change one or more times with respect to time. The value related to the rate of change of the suspension stroke amount L includes the rate of change of the suspension stroke amount L and a value obtained by differentiating the rate of change one or more times with respect to time.

For example, when the manpowered vehicle 10 runs over an obstacle or runs over a step, 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 At least one of the value related to the rate of change in vertical displacement, the suspension stroke amount L, and the value related to the rate of change of the suspension stroke amount L increases. The first predetermined value is the pitch angle DP of the vehicle body 12 when the manpowered vehicle 10 runs over an obstacle or runs over a step, a value related to the rate of change of the pitch angle DP of the vehicle body 12, and a vertical displacement of the vehicle body 12. , the rate of change of the vertical displacement of the vehicle body 12, the suspension stroke amount L, and the value of the rate of change of the suspension stroke amount L are set. The first predetermined value may be changed based on the vehicle speed V of the manpowered vehicle 10 . 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 larger than when the vehicle speed V is less than the predetermined speed VA. For example, when the vehicle speed V is equal to or greater 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 controls 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, and the value related to the rate of change of the vertical displacement of the vehicle body 12. , the suspension stroke amount L, and the rate of change of the suspension stroke amount L are equal to or greater than a first predetermined value, and when the vehicle speed V is less than the predetermined speed VA, the control state is switched to the second control state. can be In the first control state, the control unit 52 controls 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, and the value related to the rate of change of the vertical displacement of the vehicle body 12. , the suspension stroke L, and the rate of change of the suspension stroke L are equal to or greater than a first predetermined value, and the vehicle speed V is equal to or greater than a predetermined speed VA, the control state is switched to the second control state. can be

Processing for switching between the first control state and the second control state in one example of the third example will be described with reference to FIG. 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 process from step S151 at predetermined intervals.

In step S151, the control unit 52 determines whether or not it is in the first control state. If the control unit 52 is not in the first control state, the process ends. In the case of the first control state, the control unit 52 proceeds to step S152.

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

In step S152, if the pitch angle DP repeats an increase and a decrease within the second period T2, the control unit 52 may proceed to step S153. If the vertical displacement of the vehicle body 12 repeats an increase and a decrease within the second period T2, the controller 52 may proceed to step S153. The control unit 52 may proceed to step S153 when the suspension stroke amount L repeats an increase and a decrease within the second period T2. In step S152, the control unit 52 determines that two or more of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L repeatedly increase and decrease within the second period T2. , the process may proceed to step S153.

The control unit 52 switches to the second control state in step S153, and proceeds to step S154. In step S154, the control unit 52 determines whether or not the 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 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. the displacement of the vehicle body 12 in the vertical direction, the value relating to the rate of change in the vertical displacement of the vehicle body 12, the suspension stroke amount L, and the value relating to the rate of change of the suspension stroke amount L is less than the first predetermined value. holds if The control unit 52 repeats the determination process of 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 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 period of time has elapsed after 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 after 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. , it switches to the second control state.

For example, when the manpowered vehicle 10 travels on an uneven road, at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L increases and decreases frequently. The second period T2 is set to a period during which it is possible to determine the pitch angle DP, the vertical displacement of the vehicle body 12, and the repeated increase/decrease of the suspension stroke amount L when the manpowered vehicle 10 travels on an uneven road. For example, during the second period T2, the control unit 52 increases at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L by a second predetermined value or more and increases it by a third predetermined value or more. If the decrease occurs a predetermined number of times or more, 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.

Processing for switching between the first control state and the second control state in another example of the third example will be described with reference to FIG. 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 power is supplied, the control unit 52 executes the process from step S51 at predetermined intervals.

In step S51, the control unit 52 determines whether or not it is in the first control state. If the control unit 52 is not in the first control state, the process ends. In the case of the first control state, the control unit 52 proceeds to step S52.

In step S52, the control unit 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. If 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. If at least one of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L repeatedly increases and decreases within the second period T2, the controller 52 proceeds to step S53.

In step S52, if the pitch angle DP repeats an increase and a decrease within the second period T2, the controller 52 may proceed to step S53. If the vertical displacement of the vehicle body 12 repeats an increase and a decrease within the second period T2, the control unit 52 may proceed to step S53. If the suspension stroke amount L repeats an increase and a decrease within the second period T2, the controller 52 may proceed to step S53. In step S52, the control unit 52 determines that two or more of the pitch angle DP, the vertical displacement of the vehicle body 12, and the suspension stroke amount L repeatedly increase and decrease within the second period T2. , the process may proceed to step S53.

The control unit 52 switches to the second control state in step S53, and proceeds to step S54. In step S54, the control unit 52 determines whether or not the condition for switching to the first control state is satisfied. If the conditions for switching to the first control state are opposite to the conditions for switching to the second control state, the conditions for switching to the first control state are the pitch angle DP, the vertical displacement of the vehicle body 12, and the amount of suspension stroke. This holds true when at least one of L does not repeat an increase and a decrease within the second period T2. The control unit 52 repeats the determination process of 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 period of time has elapsed after 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 met when a predetermined time has elapsed after switching to the second control state in step S53.

In the fourth example, the control unit 52 controls the first control state and the second control state according to the output of the third detection unit 62 that detects the contact state of the wheels of the manpowered vehicle 10 with the travel road as the information on the motion state. Toggle between control states. In the first control state, the control unit 52 switches to the second control state when the wheel leaves the road. In this case, it is preferable that the control device 50 further includes a third detection section 62 . The third detection unit 62 detects at least one of the load applied to the hub axle, the load applied to the shock absorber 38, and the air pressure of the tire. When the wheels leave the travel path due to front lift, wheelie, etc., the load applied to the hub axle and the load applied to the shock absorber 38 are reduced. Also, when the wheels are off the road, the air pressure in the tires decreases. In the first control state, the control unit 52 controls when the load applied to the hub axle becomes equal to or less than the first load, when the load applied to the shock absorber 38 becomes equal to or less than the second load, and when the air pressure of the tire reaches the predetermined pressure. Switching to the second control state in at least one of the following cases: The first load, the second load, and the predetermined pressure are set to values corresponding to the respective values when the wheels are separated from the travel road.

Processing for switching between the first control state and the second control state in the fourth example will be described with reference to FIG. When power is supplied from the battery 44 to the control unit 52, the control unit 52 starts processing and proceeds to step S61 of the flowchart shown in FIG. As long as power is supplied, the control unit 52 executes the process from step S61 at predetermined intervals.

In step S61, the control unit 52 determines whether or not it is in the first control state. If the control unit 52 is not in the first control state, the process ends. In the case of the first control state, the control unit 52 proceeds to step S62.

In step S62, the control unit 52 determines whether or not the wheels have left the road. The control unit 52 terminates the process when the wheels are not separated from the travel road. If the wheels have left the road, the controller 52 proceeds to step S63.

In step S63, the control unit 52 switches to the second control state, and proceeds to step S64. In step S64, the control unit 52 determines whether or not the condition for switching to the first control state is satisfied. If 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 met if the wheels have not left the roadway. The control unit 52 repeats the determination process of 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 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 period of time has elapsed after 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 after switching to the second control state in step S63.

In the fifth example, the control unit 52 changes 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, which changes with changes in the rider's posture, as information about the motion state. switch between 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's standing rowing. In this case, it is preferable that the controller 50 further includes a fourth detector 64 .

In one example of the fifth example, the first parameter P1 includes the manpowered driving force H input to the manpowered vehicle 10 . In the first control state, the control unit 52 controls when the magnitude of the human-powered driving force H becomes equal to or greater than the first value H1, and when the change in the human-powered driving force H and the change in the phase of the crank 14 of the manpowered vehicle 10 becomes a predetermined relationship, the control state is switched to the second control state.

When the first parameter P1 includes the human power driving force H, the fourth detector 64 includes a torque sensor. A torque sensor is used to detect the torque of the manpower driving force H. FIG. In this case, the fourth detector 64 is configured similarly to the torque sensor 56B. The torque sensor may be integrated with the torque sensor 56B. The fourth detector 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 driving force H changes depending on whether the rider is sitting or standing. When the rider is standing and rowing, the torque of the human power driving force H is greater than when the rider is sitting and rowing. The first value H1 is set to a value corresponding to the magnitude of the human driving force H when the rider is standing and rowing. The control unit 52 may determine that the rider is standing and rowing when the magnitude of the torque of the human-powered driving force H is greater than the first value H1 when the rotation phase of the crank 14 is within a predetermined range. . The predetermined range preferably includes angles 90 degrees apart from top dead center and bottom dead center of the crank 14 .

For example, the relationship between the change in the manpower driving force H and the phase change of the crank 14 of the manpowered vehicle 10 changes depending on whether the rider is sitting or standing. Specifically, the phase of the crank 14 at which the torque of the human-powered driving force H peaks differs between when the rider is standing and when the rider is sitting. The predetermined relationship is set 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 manpowered vehicle 10 when the rider is standing and rowing. For example, when the phase of the crank 14 at which the torque of the human-powered driving force H peaks corresponds to the case where the rider is standing and rowing, the control unit 52 determines that the predetermined relationship has been established.

A process of switching between the first control state and the second control state in one example of the fifth example will be described with reference to FIG. 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 process from step S71 at predetermined intervals.

In step S71, the control unit 52 determines whether or not it is in the first control state. If the control unit 52 is not in the first control state, the process ends. In the case of the first control state, the control unit 52 proceeds to step S72.

In step S72, the controller 52 determines that the magnitude of the human-powered driving force H is greater than or equal to the first value H1, or that the relationship between the change in the human-powered driving force H and the change in the phase of the crank 14 of the manpowered vehicle 10 is a predetermined relationship. Determine whether or not If the magnitude of the human-powered driving force H is less than the first value H1, or if the relationship between the change in the human-powered driving force H and the change in the phase of the crank 14 of the manpowered vehicle 10 is not in a predetermined relationship, End the process. If the magnitude of the human-powered driving force H is greater than or equal to the first value H1, or if the relationship between the change in the human-powered driving force H and the change in the phase of the crank 14 of the manpowered vehicle 10 is a predetermined relationship, the control unit 52 performs step Move to S73.

In step S72, the controller 52 may proceed 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 proceed to step S73 when the relationship between the change in the manpowered driving force H and the change in the phase of the crank 14 of the manpowered vehicle 10 is a predetermined relation. In step S72, the controller 52 determines that the magnitude of the human-powered driving force H is greater than or equal to the first value H1, and that the relationship between the change in the human-powered driving force H and the change in the phase of the crank 14 of the manpowered vehicle 10 is a predetermined relationship. In this case, the process may proceed to step S73.

In step S73, the control unit 52 switches to the second control state, and proceeds to step S74. In step S74, the control unit 52 determines whether or not the condition for switching to the first control state is satisfied. If 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 that the magnitude of the human power driving force H is less than the first value H1, or 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 manpowered vehicle 10 is not a predetermined relationship. The control unit 52 repeats the determination process of 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 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 period of time has elapsed after 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 met when a predetermined time has elapsed after switching to the second control state in step S73.

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

For example, when the rider is standing and rowing, the change amount DDR of the roll angle DR is larger than when the rider is sitting and rowing. The predetermined amount of change DDRX is set to a value corresponding to the magnitude of the amount of change DDR of the roll angle DR when the rider is standing and rowing.

Processing for switching between the first control state and the second control state in another example of the fifth example will be described with reference to FIG. 11 . 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 control unit 52 executes the process from step S81 at predetermined intervals.

In step S81, the control unit 52 determines whether or not it is in the first control state. If the control unit 52 is not in the first control state, the process ends. In the case of the first control state, the control unit 52 proceeds to step S82.

In step S82, the control unit 52 determines whether or not the change amount DDR of the roll angle DR is larger than the predetermined change amount DDRX. If the change amount DDR of the roll angle DR is not greater 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.

The control unit 52 switches to the second control state in step S83, and proceeds to step S84. In step S84, the control unit 52 determines whether or not the condition for switching to the first control state is satisfied. If 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 that the change amount DDR of the roll angle DR is not greater than the predetermined change amount DDRX. to be established. The control unit 52 repeats the determination process of 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 control unit 52 switches to the first control state and terminates the process.

The condition for switching to the first control state may be satisfied when a predetermined period of time has elapsed after 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 met when a predetermined time has elapsed after switching to the second control state in step S83.

In the sixth example, the control unit 52 switches between 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 steering wheel of the manpowered vehicle 10 as information on the steering state. switch. In this case, it is preferable that the control device 50 further includes a fifth detector 66 .

The fifth detector 66 detects at least one angle of the front fork 20 , the handle 22A, the stem 22B, and the front wheel with respect to the frame 18 . The fifth detector 66 includes, for example, a rotation angle sensor. The fifth detector 66 is provided, for example, on 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 one example of the sixth example, the control unit 52 switches to the second control state when the steering angle S is greater than the first steering angle S1 in the first control state. For example, the steering angle S increases while the manpowered vehicle 10 is turning, slaloming, and passing through a tight corner. The first steering angle S1 is set to an angle corresponding to the steering angle S when the manpowered vehicle 10 is turning, slaloming, or passing through a tight corner.

Processing for switching between the first control state and the second control state in one example of the sixth example will be described with reference to FIG. 12 . 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 control unit 52 executes the process from step S91 at predetermined intervals.

In step S91, the control unit 52 determines whether or not it is in the first control state. If the control unit 52 is not in the first control state, the process ends. In the case of 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 greater than the first steering angle S1. If the steering angle S is not greater than the first steering angle S1, the control unit 52 terminates the process. If the steering angle S is greater than the first steering angle S1, the controller 52 proceeds to step S93.

In step S93, the control unit 52 switches to the second control state, and proceeds to step S94. In step S94, the control unit 52 determines whether or not the 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 steering angle S is not greater than the first steering angle S1. . The control unit 52 repeats the determination process of 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 terminates the process.

The condition for switching to the first control state may be satisfied when a predetermined period of time has elapsed after 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 after 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, when the manpowered vehicle 10 is swaying or traveling in a place with many obstacles such as in a city, the steering angle S increases and decreases frequently. The third period T3 is set to a period during which it is possible to determine whether the steering angle S has been repeatedly increased or decreased when the manpowered vehicle 10 is swaying or traveling in a place with many obstacles such as in a city. For example, when the steering angle S increases by a third predetermined angle or more and decreases by a fourth predetermined angle or more in the third period T3, the control unit 52 sets the steering angle S to the third period T3. It is determined that the increase and decrease have been repeated within the time period.

Processing for switching between the first control state and the second control state in another example of the sixth example will be described with reference to FIG. 13 . 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 control unit 52 executes the process from step S101 at predetermined intervals.

In step S101, the control unit 52 determines whether or not it is in the first control state. If the control unit 52 is not in the first control state, the process ends. In the case of the first control state, the control unit 52 proceeds to step S102.

In step S102, the control unit 52 determines whether or not the steering angle S has repeatedly increased and decreased within the third period T3. If the steering angle S does not repeat an increase and a decrease within the third period T3, the control unit 52 terminates the process. If the steering angle S repeats an increase and a decrease within the third period T3, the controller 52 proceeds to step S103.

The control unit 52 switches to the second control state in step S103, and proceeds to step S104. In step S104, the control unit 52 determines whether or not the condition for switching to the first control state is satisfied. If 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 that the steering angle S repeatedly increases and decreases within the third period T3. It holds if there is none. The control unit 52 repeats the determination process of 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 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 period of time has elapsed after 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 after switching to the second control state in step S103.

In the seventh example, the control unit 52 controls 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 steering wheel of the manpowered vehicle 10 by the rider. switch between If at least one hand of the rider is not gripping the handle 22A in the first control state, the control unit 52 switches to the second control state. In this case, it is preferable that the control device 50 further includes a sixth detection section 68 . The sixth detector 68 detects the gripping state of the handle 22A by the rider. The sixth detector 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 handle 22A with both hands of the rider.

Processing for switching between the first control state and the second control state in the seventh example will be described with reference to FIG. 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 control unit 52 executes the process from step S111 at predetermined intervals.

In step S111, the control unit 52 determines whether or not it is in the first control state. If the control unit 52 is not in the first control state, the process ends. In the case of the first control state, the control unit 52 proceeds to step S112.

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

The control unit 52 switches to the second control state in step S113, and proceeds to step S114. In step S114, the control unit 52 determines whether or not the conditions for switching to the first control state are satisfied. If 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 met when at least one hand of the rider is gripping the steering wheel 22A. do. The control unit 52 repeats the determination process of 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 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 period of time has elapsed after switching to the second control state. In this case, the control unit 52 may determine in step S114 that the condition for switching to the first control state is satisfied when a predetermined time has elapsed after switching to the second control state in step S113.

In the eighth example, the control unit 52 detects the coefficient of friction of the surface of the road or the second parameter P2 correlated with the coefficient of friction as information about the surface state of the road, according to the output of the seventh detection unit 70, Switching between a first control state and a second 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 the first control state. In this case, it is preferable that the control device 50 further includes a seventh detection section 70 . The seventh detector 70 includes, for example, a slip detection sensor. In one example, slip detection sensors include 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 to detect the torque of the human driving force H. FIG. In this case, the torque sensor included in the slip detection sensor is configured similarly to the torque sensor 56B. A torque sensor included in the slip detection sensor may be integrated with the torque sensor 56B. A crank rotation sensor included in the slip detection sensor is configured similarly to the crank rotation sensor 56A. A 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 wheels. The vehicle speed sensor outputs a signal corresponding to the rotational speed of the wheels. The control unit 52 calculates the vehicle speed V of the manpowered vehicle 10 based on the rotational speed of the wheels. The vehicle speed sensor preferably includes a magnetic lead that constitutes a reed switch or a Hall element. The vehicle speed sensor is attached to the chain stay of the frame 18 and detects magnets attached to the rear wheels.

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

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

Processing for switching between the first control state and the second control state in the eighth example will be described with reference to FIG. 15 . 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 control unit 52 executes the process from step S121 at predetermined intervals.

In step S121, the control unit 52 determines whether or not it is in the first control state. If the control unit 52 is not in the first control state, the process ends. In the case of the first control state, the control unit 52 proceeds to step S122.

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

The control unit 52 switches to the second control state in step S123, and proceeds to step S124. In step S124, the control unit 52 determines whether or not the conditions for switching to the first control state are satisfied. If 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 met when the second parameter P2 is not equal to or greater than the predetermined value P2X. The control unit 52 repeats the determination process of 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 control unit 52 switches to the first control state and terminates the process.

The condition for switching to the first control state may be satisfied when a predetermined period of time has elapsed after 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 after switching to the second control state in step S123.

In the ninth example, the control unit 52 selects the first control state and the first control state according to the output of the eighth detection unit 72 that detects the connection between the rider's shoes and the shoe connection mechanism of the pedals 24 as information on the pedaling preparation state. Switching to and from 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 detector 72 .

The shoe connecting mechanism detachably connects the rider's shoes and the pedals 24 . Pedals 24 are preferably binding pedals. In one example, the eighth detection unit 72 is provided on at least one of the rider's shoes and the pedals 24, and detects when the rider's shoes and the pedals are connected in a normal state and when they are not connected in a normal state. and output different signals. For example, it includes a contact sensor provided at a portion of the shoe connecting mechanism that comes into contact with the shoe when the rider's shoe and the pedal are properly connected.

Processing for switching between the first control state and the second control state in the ninth example will be described with reference to FIG. 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 control unit 52 executes the process from step S131 at predetermined intervals.

In step S131, the control unit 52 determines whether or not it is in the first control state. If the control unit 52 is not in the first control state, the process ends. In the case of the first control state, the control unit 52 proceeds to step S132.

In step S132, the control unit 52 determines whether or not at least one shoe of the rider has been removed from the shoe coupling mechanism. If at least one shoe of the rider has not been removed from the shoe coupling mechanism, the control unit 52 ends the process. If at least one shoe of the rider has been removed from the shoe coupling mechanism, the control unit 52 proceeds to step S133.

The control unit 52 switches to the second control state in step S133, and proceeds to step S134. In step S134, the control unit 52 determines whether or not the condition for switching to the first control state is satisfied. If 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 if at least one shoe of the rider is removed from the shoe coupling mechanism. To establish. The control unit 52 repeats the determination process of 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 period of time has elapsed after 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 after 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. A process of switching between the first control state and the second control state may be performed.

The control unit 52 may be configured to switch between the first control state and the second control state according to a second predetermined condition. The control unit 52 has a first mode in which the first control state is switched to the second control state in response to the establishment of a second predetermined condition, and the first control state even when the second predetermined condition is established. Either of the second modes to be maintained can be selected according to the rider's instruction. The rider uses the operation unit to instruct to select either 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 conditions for switching to the second control state of the first to ninth examples.

For example, in the ninth example, if the rider is wearing shoes that do not couple with the shoe coupling mechanism, and if the pedals 24 do not include the shoe coupling mechanism in the manpowered vehicle 10, then in the first mode, the rider's shoes and Since the pedals are not properly connected, the controller 52 maintains the second control state. In this case, the rider can select the second mode so that the controller 52 can maintain the first control state.

Processing for switching between the first control state and the second control state when the first mode and the second mode are selectable will be described with reference to FIG. 17 . 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 process from step S141 at predetermined intervals.

In step S141, the control unit 52 determines whether or not it is in the first control state. If the control unit 52 is not in the first control state, the process ends. In the case of the first control state, the control unit 52 proceeds to step S142.

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

In step S143, the control unit 52 determines whether or not it is the first mode. If the current mode is not the first mode, the control unit 52 terminates the process. In the case of the first mode, the controller 52 proceeds to step S144.

The controller 52 switches to the second control state in step S144, and proceeds to step S145. In step S145, the control unit 52 determines whether or not the condition for switching to the first control state is satisfied. If 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 second predetermined condition is no longer satisfied. The control unit 52 repeats the determination process of 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 terminates the process in the case of the second mode. Therefore, 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 period of time has elapsed after 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 after switching to the second control state in step S143.

(Modification)
The above description of the embodiment is an example of a form that the manpowered vehicle control device according to the present invention can take, and is not intended to limit the form. The manpowered vehicle control device according to the present invention can take, for example, a modification of the above-described embodiment shown below, or a combination of at least two modifications not contradicting each other. In the following modified examples, the same reference numerals as in the embodiment are given to the parts that are common to the embodiment, and the description thereof is omitted.

In the first control state, the control unit 52 can change the gear ratio R when a shift request is generated by operating the shift operating device. If this occurs, the gear ratio R may not be changed.

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

- The control unit 52 may change the transmission gear ratio R according to conditions other than the running state of the manpowered vehicle 10 and the running environment. For example, the control unit 52 changes the gear ratio R according to the rider's condition. Rider status includes, for example, heart rate.

DESCRIPTION OF SYMBOLS 10... Human-powered vehicle 12... Vehicle body 14... Crank 22A... Handle 24... Pedal 34... Transmission 50... Control device for human-powered vehicle 52... Control part 58... First detection part 60... Second detector 62 Third detector 64 Fourth detector 66 Fifth detector 68 Sixth detector 70 Seventh detector 72 Eighth detector.

Claims (17)

including a control unit that controls a transmission that changes the gear ratio of the manpowered vehicle,
The control unit
a first control state in which the transmission is controlled so as to change the gear ratio in accordance with a first predetermined condition; and a control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state. A control device for a manpower-driven vehicle, configured to be switchable between a second control state and a second control state according to a steering state of the manpower-driven vehicle. The control unit switches between the first control state and the second control state according to an output of a fifth detection unit that detects a steering angle of a steering wheel of the manpowered vehicle as information related to the steering state. 2. The control device for a manpowered vehicle according to 1 . 3. The controller for a manpowered vehicle according to claim 2 , wherein said control unit switches to said second control state when said steering angle is larger than said first steering angle in said first control state. 4. The control for a manpowered vehicle according to claim 2, wherein in the first control state, the control unit switches to the second control state when the steering angle repeats an increase and a decrease within a third period . Device. The control unit switches between the first control state and the second control state according to the steering state in accordance with the output of a sixth detection unit that detects a rider's gripping state of the steering wheel of the manpowered vehicle. A control device for a manpowered vehicle according to any one of claims 1 to 4 . 6. The controller for a manpowered vehicle according to claim 5 , wherein said control unit switches to said second control state when at least one hand of a rider is not gripping said steering wheel in said first control state. 7. The control unit according to any one of claims 1 to 6 , wherein the control unit is configured to be capable of switching between the first control state and the second control state according to a surface condition of a road on which the manpowered vehicle travels. 1. A control device for a human-powered vehicle according to claim 1. The control unit controls the first control state according to the output of a seventh detection unit that detects the coefficient of friction of the surface of the road or a second parameter that correlates with the coefficient of friction as information about the surface state of the road. and said second control state. 9. The controller for a manpowered vehicle according to claim 8 , wherein said control unit switches to said second control state when said second parameter is equal to or greater than a predetermined value in said first control state. 10. The control unit according to any one of claims 1 to 9 , wherein the control unit is configured to be switchable between the first control state and the second control state according to a pedaling preparation state of the pedals of the manpowered vehicle. A controller for a man-powered vehicle according to any one of the preceding claims. including a control unit that controls a transmission that changes the gear ratio of the manpowered vehicle,
The control unit
a first control state in which the transmission is controlled so as to change the gear ratio in accordance with a first predetermined condition; and a control state in which the transmission is controlled to suppress the change in the gear ratio more than in the first control state. and a second control state according to a pedaling preparation state of the pedals of the manpowered vehicle. The controller controls the first control state and the second control state in accordance with the output of an eighth detector that detects connection between the rider's shoe and the shoe connection mechanism of the pedal as information on the pedaling preparation state. 12. The manpowered vehicle control device according to claim 10 or 11 , which switches between and. 13. The manpowered vehicle control device according to claim 12 , wherein said control unit switches to said second control state when at least one shoe of a rider is removed from said shoe coupling mechanism in said first control state. . 14. The manpowered vehicle control device according to any one of claims 1 to 13 , wherein said first predetermined condition includes a running state and a running environment of said manpowered vehicle. 15. The manpower drive according to any one of claims 1 to 14 , wherein said control unit controls said transmission so as not to change said gear ratio according to said first predetermined condition in said second control state. car controller. The control unit
controlling the transmission to change the gear ratio when parameters relating to the running state and the running environment of the manpowered vehicle are out of the first range in the first control state;
controlling the transmission to change the gear ratio when the parameter is out of the second range in the second control state;
In the first range and the second range, the upper limit of the second range is larger than the upper limit of the first range, or the lower limit of the second range is smaller than the lower limit of the first range. Alternatively, the upper limit value of the second range is set to be greater than the upper limit value of the first range and the lower limit value of the second range is set to be smaller than the lower limit value of the second range. A controller for a man-powered vehicle as described. The control unit switches between a first mode for switching from the first control state to the second control state in accordance with the establishment of a second predetermined condition, and a first mode for switching the control state from the first control state to the second control state when the second predetermined condition is established. 16. The controller for a manpowered vehicle according to any one of claims 1 to 15 , wherein any one of the second modes for maintaining the control state can be selected according to an instruction from the rider.

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