TWI909037B - Control device for human-powered vehicles - Google Patents

Abstract

[Topic] To provide a control device for a human-powered vehicle that allows for optimal gear shifting via a chainring. [Technical Content] A human-powered vehicle comprises: a crankshaft, a first rotating body, wheels, a second rotating body, a transmission body that transmits driving force between the first and second rotating bodies, a chainring, a motor for driving the transmission body, and an operating device. The control device for a human-powered bicycle has a control unit that controls the motor to drive the transmission, and controls the chainring to operate the transmission and change the gear ratio. The control unit has a control mode including a manual shifting mode. This mode changes the gear ratio of the chainring in response to the operation of the control unit. In manual shifting mode, gear shifting is performed when the first condition related to pedaling is met.

Description

Control device for human-powered vehicles

This invention relates to a control device for human-powered vehicles.

For example, the control device for a human-powered vehicle in Patent 1 controls the motor by driving the transmission. The control device for a human-powered vehicle in Patent 1 allows the transmission to be driven by the motor when the crankshaft is stationary, and the transmission ratio is changed by operating the shifter. The shifter operates the transmission to change the transmission ratio. [Prior Art Documents] [Patent Documents]

[Patent Document 1] Japanese Patent No. 5686876

[Problem Solved by the Invention] One of the objectives of this invention is to provide a control device for a human-powered vehicle, which allows for optimal gear shifting via a chainring. [Technical Means for Solving the Problem]

The first aspect of the control device of this invention is a control device for a human-powered vehicle. The aforementioned human-powered vehicle includes: a crankshaft into which human-powered driving force is input; a first rotating body connected to the crankshaft; a wheel; a second rotating body connected to the wheel; a transmission body engaged with the first and second rotating bodies and transmitting driving force between them; a chain lever for operating the transmission body to change the gear ratio of the wheel's rotational speed to the crankshaft's rotational speed; a motor for driving the transmission body; and an operating device operable by the rider of the aforementioned human-powered vehicle. The aforementioned control device has... The control unit is capable of performing gear shifting control, controlling the aforementioned motor to drive the aforementioned transmitter, and controlling the aforementioned derailleur to operate the aforementioned transmitter to change the aforementioned gear ratio. The aforementioned control unit is a control mode that includes a manual shifting mode, and can operate the aforementioned transmitter to cause the aforementioned derailleur to change the aforementioned gear ratio in response to the operation of the aforementioned operating device. In the aforementioned manual shifting mode, the aforementioned gear shifting control is performed if the first condition related to pedaling is met. The first condition is met if at least one of the following conditions is met: the aforementioned human drive force is less than or equal to the first drive force; the aforementioned crankshaft rotation speed is less than or equal to the first rotation speed; or the aforementioned crankshaft is oscillating. According to the control device of the first state, gear shifting can be performed when the first condition is met in manual shifting mode. Therefore, the shifting operation can be optimally performed by the derailleur.

The second-state control device of this invention is attached to the first-state device. The aforementioned control unit performs the aforementioned gear shifting control in response to the operation of the aforementioned operating device when the first condition is met in the aforementioned manual shifting mode. According to the second-state control device, when the first condition is met in the manual shifting mode, gear shifting control can be performed in response to the operation of the operating device.

The control device of the third state of this invention is attached to the first state. The control unit, when in the manual transmission mode, satisfies either the second or third condition in addition to the first condition, can perform the aforementioned transmission control without relying on the operation of the operating device. The second and third conditions are at least one of the conditions relating to the walking state of the manual-driven vehicle and the walking environment of the manual-driven vehicle. According to the control device of the third state, when the first condition is satisfied in the manual transmission mode, and at least one of the conditions relating to the walking state of the manual-driven vehicle and the walking environment of the manual-driven vehicle is met, transmission control can be performed without relying on the operation of the operating device.

The control device of the fourth state of the present invention is attached to the third state. When the second condition mentioned above is met, the situation is that the path of the human-powered vehicle changes from uphill to downhill, the human-powered vehicle is traveling downhill, and the acceleration of the human-powered vehicle is greater than or equal to the first acceleration. When the first and second conditions mentioned above are met, the control unit increases the gear ratio in the gear control. According to the control device of the fourth state, when the first condition is met in the manual transmission mode, that is, when at least one of the following conditions is met: the path of the manual-driven vehicle changes from uphill to downhill, the manual-driven vehicle is traveling downhill, and the acceleration of the manual-driven vehicle is greater than or equal to the first acceleration, transmission control can be performed without relying on the operation of the operating device.

The control device in the fifth state of the present invention is attached to the third state. The conditions that satisfy the aforementioned third condition are at least one of the following: the travel path of the aforementioned human-powered vehicle changes from downhill to uphill; the speed of the aforementioned human-powered vehicle is less than or equal to the first speed; and the deceleration of the aforementioned human-powered vehicle is greater than or equal to the first deceleration. When the aforementioned first condition and the aforementioned third condition are satisfied, the aforementioned control unit reduces the aforementioned gear ratio in the aforementioned gear control. According to the control device of the fifth state, when the first condition is met in the manual transmission mode, that is, when at least one of the following conditions is met: the path of the manual-driven vehicle changes from downhill to uphill, the speed of the manual-driven vehicle is below the first speed, and the deceleration of the manual-driven vehicle is above the first deceleration, transmission control can be performed without relying on the operation of the operating device.

The sixth aspect of the control device of this invention is a control device for a human-powered vehicle. The aforementioned human-powered vehicle includes: a crankshaft into which human-powered driving force is input; a first rotating body connected to the crankshaft; a wheel; a second rotating body connected to the wheel; a transmitter engaged with the first and second rotating bodies and transmitting driving force between them; a chain lever for operating the transmitter to change the gear ratio of the wheel's rotational speed to the crankshaft's rotational speed; a motor for driving the transmitter; and an operating device operable by the rider of the human-powered vehicle. It has a control unit capable of... The control unit performs gear shifting control by controlling the aforementioned motor to drive the aforementioned transmitter and controlling the aforementioned chain to operate the aforementioned transmitter to change the aforementioned gear ratio. The control mode of the aforementioned control unit includes: a first control mode in which the aforementioned gear shifting control is performed in response to the operation of the aforementioned operating device when a first condition related to pedaling is met; and a second control mode in which the aforementioned gear shifting control can be performed without relying on the operation of the aforementioned operating device when the aforementioned first condition is met; the condition in which the aforementioned first condition is met is at least one of the following: the aforementioned human drive force is less than or equal to a first drive force; the aforementioned crankshaft rotation speed is less than or equal to a first rotation speed; and the aforementioned crankshaft is oscillating. According to the control device in the sixth state, when the first condition is met, speed control can be performed in either the first control mode or the second control mode. Therefore, the speed change operation can be optimally performed by the chain link.

The seventh type of control device of this invention is attached to the sixth type. The aforementioned human-powered vehicle further includes a control mode switching device. The aforementioned control unit switches the control mode between the first control mode and the second control mode in response to the operation of the control mode switching device performed by the rider. According to the seventh type of control device, the control mode can be switched between the first control mode and the second control mode in response to the operation of the control mode switching device performed by the rider. Therefore, the rider can select the control mode.

The control device of the eighth state of this invention is attached to the sixth or seventh state. The gear shifting modes of the aforementioned control unit include: a manual shifting mode, which, in response to the operation of the aforementioned operating device, operates the aforementioned transmitter to change the aforementioned gear ratio via the aforementioned derailleur; and an automatic shifting mode, which, without relying on the operation of the aforementioned operating device, operates the aforementioned transmitter to change the aforementioned gear ratio via the aforementioned derailleur. According to the control device of the eighth state, the derailleur can be controlled in either the manual shifting mode or the automatic shifting mode.

The control device of the ninth aspect of this invention is attached to the eighth aspect. The aforementioned human-powered vehicle further includes a gear shifting mode switching device. The aforementioned control unit switches between the aforementioned manual shifting mode and the aforementioned automatic shifting mode in response to the operation of the gear shifting mode switching device performed by the rider. According to the control device of the ninth aspect, the rider can switch between manual shifting mode and automatic shifting mode in response to the operation of the gear shifting mode switching device. Therefore, the rider can select the shifting mode.

The control device of the tenth state of this invention is attached to the eighth or ninth state. The aforementioned control unit, in the aforementioned manual shifting mode, can switch the control mode between the aforementioned first control mode and the aforementioned second control mode. According to the control device of the tenth state, in manual shifting mode, the control mode can be switched between the first control mode and the second control mode. Therefore, in manual shifting mode, the rider can select the control mode.

The control device of the 11th state of this invention is attached to any one of the 8th to 10th states. The aforementioned control unit can switch between the aforementioned first control mode and the aforementioned second control mode in the aforementioned automatic transmission mode. According to the control device of the 11th state, in automatic transmission mode, the control mode can be switched between the first control mode and the second control mode. Therefore, in automatic transmission mode, the rider can select the control mode.

The control device of the 12th state of this invention is attached to any one of the 6th to 11th states. The aforementioned human-powered vehicle further includes an interface, and the aforementioned control unit displays the aforementioned control mode by controlling the aforementioned interface. According to the control device of the 12th state, because the control mode is displayed by controlling the interface, the rider can determine which control mode is currently in either the 1st control mode or the 2nd control mode. [Effects of the Invention]

The control device for a human-powered vehicle of the present invention can be optimally operated by a chain drive for speed change.

<First Embodiment> Referring to Figures 1 to 6, a control device 70 for a human-powered vehicle according to the first embodiment will be described. The human-powered vehicle 10 is a riding vehicle having at least one wheel and capable of being driven by at least human power H. The human-powered vehicle 10 includes, for example, various types of bicycles such as mountain bikes, road bikes, city bikes, freight bikes, hand-operated bicycles, and recumbent bicycles. The number of wheels in the human-powered vehicle 10 is not limited. The human-powered vehicle 10 also includes riding vehicles having, for example, one wheel or three or more wheels. The human-powered vehicle 10 is not limited to human power H; it also includes electric bicycles (e-bikes) propelled by an electric motor. Electric bicycles also include electric assisted bicycles that are propelled by an electric motor. In the following implementation, the human-powered vehicle 10 will be described as an electric assisted mountain bike.

The human-powered vehicle 10 includes: a crankshaft 12, a first rotating body 14, wheels 16, a second rotating body 18, a transmitter 20, a chain link 22, and a motor 24. The human-powered vehicle 10 further includes a pair of crank arms 26. The crankshaft 12 and crank arms 26 constitute a crank 28. Human-powered drive force H is input to the crankshaft 12. The human-powered vehicle 10 further includes a vehicle body 30. The wheels 16 include: a rear wheel 16R and a front wheel 16F. The vehicle body 30 includes a frame 32. The crank 28 is rotatable relative to the frame 32. The pair of crank arms 26 includes a first crank arm 26A and a second crank arm 26B. The first crank arm 26A is located at one end of the crankshaft 12 in the axial direction. The second crank arm 26B is located at the other end of the crankshaft 12 in the axial direction. The human-powered vehicle 10 further includes pedals 34. The human-powered vehicle 10 has a first pedal 34A and a second pedal 34B connected to the crankshaft 12. Pedal 34 includes a first pedal 34A and a second pedal 34B. The first pedal 34A is connected to the first crank arm 26A. The second pedal 34B is connected to the second crank arm 26B. The rear wheel 16R is driven by rotating the crank 28. The rear wheel 16R is supported on the frame 32. The crank 28 and the rear wheel 16R are connected by a drive mechanism 36.

The drive mechanism 36 includes a first rotating body 14, a second rotating body 18, and a transmitter 20. The first rotating body 14 is connected to a crankshaft 12. The second rotating body 18 is connected to a wheel 16. The transmitter 20 engages with the first rotating body 14 and the second rotating body 18 and transmits driving force between them. The transmitter 20 transmits the rotational force of the first rotating body 14 to the second rotating body 18. In this embodiment, the first rotating body 14 and the crankshaft 12 are coaxially arranged, but they can also be non-coaxially arranged. In the case where the first rotating body 14 and the crankshaft 12 are not coaxially configured, they are connected by a first transmission mechanism consisting of at least one of a gear, pulley, chain, shaft, and belt. In this embodiment, the second rotating body 18 and the rear wheel 16R can be coaxially configured, but they can also be non-coaxially configured. When the second rotating body 18 and the rear wheel 16R are non-coaxially configured, they are connected by a second transmission mechanism consisting of at least one of a gear, pulley, chain, shaft, and belt.

In the frame 32, a front wheel 16F is mounted via a front fork 38. The handlebars 42 are connected to the front fork 38 via stems 40. In this embodiment, the rear wheel 16R is connected to the crank 28 via a drive mechanism 36; however, at least one of the rear wheel 16R and the front wheel 16F may also be connected to the crank 28 via the drive mechanism 36.

The derailleur 22 is used to change the gear ratio R of the rotational speed W of the wheel 16 relative to the rotational speed C of the crankshaft 12 by operating the transmitter 20. The relationship between the gear ratio R, the rotational speed W, and the rotational speed C is expressed by equation (1). For example, the derailleur 22 can change the gear ratio R in stages. For example, the derailleur 22 changes the number of gears by operating the transmitter 20. The number of gears is, for example, in the case where the derailleur 22 includes a rear derailleur, the number of gears is equal to the number of gears on the rear sprocket. For example, when there is a multiple number of rear sprockets, different gear ratios R are set for each gear number. The rear sprocket with the fewest teeth corresponds to the highest gear number. The rear sprocket with the most teeth corresponds to the lowest gear ratio. The higher the gear ratio, the larger the shift ratio R. Equation (1): Gear ratio R = Rotational speed W / Rotational speed C

The derailleur 22 is, for example, at least one including a front derailleur and a rear derailleur. When the derailleur 22 includes a rear derailleur, the first rotating body 14 includes at least one sprocket, the second rotating body 18 includes a plurality of sprockets, and the transmitter 20 includes a chain. When the derailleur 22 includes a rear derailleur, the derailleur 22 moves one of the chains engaged in the plurality of sprockets in the second rotating body 18 toward another of the plurality of sprockets. When the derailleur 22 includes a front derailleur, the first rotating body 14 includes a plurality of sprockets, the second rotating body 18 includes at least one sprocket, and the transmitter 20 includes a chain. When the derailleur 22 includes a front derailleur, it moves one of the chains engaged in the plurality of sprockets in the first rotating body 14 toward another of the plurality of sprockets. The derailleur 22 changes the gear ratio R by changing the engagement state of at least one of the first rotating body 14 and the second rotating body 18 and the transmitter 20 through operation of the transmitter 20.

The first rotating body 14 and the second rotating body 18 may be located in a gearbox. The gearbox may be located, for example, near the crankshaft 12. In the case where the first rotating body 14 and the second rotating body 18 are located in a gearbox, at least one of the first rotating body 14 and the second rotating body 18 includes a plurality of sprockets, and a chain puller 22 is located in the gearbox to change the engagement state of at least one of the first rotating body 14 and the second rotating body 18 and the transmitter 20.

The human-powered vehicle 10 includes a rider-operable control device 44. For example, the control device 44 operates the chain lever 22. The control device 44 is, for example, located on the handlebars 42. The control device 44 is operated by a hand, including the user's fingers. The control device 44 includes at least a first operating section 44A and a second operating section 44B.

The first operation unit 44A and the second operation unit 44B may include, for example, a button switch or a joystick switch. If the first operation unit 44A and the second operation unit 44B are structures that allow users to switch between at least two states, they are not limited to button switches or joystick switches; any structure is also possible.

The first operating unit 44A and the second operating unit 44B operate the derailleur 22. The operating device 44 outputs a gear shifting operation signal to the control unit 72 of the control device 70 in response to the user's operation. The operating device 44 may include, or be replaced by, a third operating unit in addition to the first operating unit 44A and the second operating unit 44B. The third operating unit operates the components of the manual-driven vehicle other than the derailleur 22. The components of the manual-driven vehicle include, for example, at least one of the following: interface 46, suspension device, adjustable seat column device, light bulb, or drive unit 48. The shift operation signal may include, for example, a first operation signal and a second operation signal, wherein the first operation signal includes a shift indication to operate the derailleur 22 by increasing the shift ratio R, and the second operation signal includes a shift indication to operate the derailleur 22 by decreasing the shift ratio R.

The operating device 44 outputs a first operating signal when the first operating unit 44A is operated, and outputs a second operating signal when the second operating unit 44B is operated. In this embodiment, the rear derailleur is operated by the first operating unit 44A and the second operating unit 44B. The front derailleur can also be operated by the first operating unit 44A and the second operating unit 44B. Both the rear derailleur and the front derailleur can also be operated by the first operating unit 44A and the second operating unit 44B. The operating device 44 may further include a fourth operating unit and a fifth operating unit in addition to the first operating unit 44A and the second operating unit 44B. The fourth operating unit and the fifth operating unit may be configured in the same way as the first operating unit 44A and the second operating unit 44B. The rear derailleur can be operated by one of the first operating unit 44A, the second operating unit 44B, the fourth operating unit, and the fifth operating unit, and the front derailleur can be operated by the other of the first operating unit 44A, the second operating unit 44B, the fourth operating unit, and the fifth operating unit.

For example, the human-powered vehicle 10 may further include interface 46. Interface 46 may, for example, include either a cyclocomputer or a smartphone. Interface 46 may, for example, be non-removably mounted to the human-powered vehicle 10. Interface 46 may also be detachably mounted to the human-powered vehicle 10.

For example, the human-powered vehicle 10 may further include an electric actuator 50 that operates the derailleur 22. The electric actuator 50 may, for example, include an electric motor. The electric actuator 50 may also, for example, further include a reducer connected to the output shaft of the electric motor. The electric actuator 50 may be located on the derailleur 22 or in a position within the human-powered vehicle 10 away from the derailleur 22. The transmission 20 is operated by the derailleur 22 via the electric actuator 50, performing a gear shifting operation. The derailleur 22 may, for example, include: a base component, a moving component, and a linkage component movably connected to the base component. The moving component includes a guide component that guides the connecting component. The guide component may include, for example, a guide plate and pulleys. The electric actuator 50 may, for example, directly drive the linkage component. Alternatively, the electric actuator 50 may drive the linkage component via a cable.

For example, the human-powered vehicle 10 further includes a battery 52. The battery 52 includes one or more battery elements. Each battery element includes a rechargeable battery. The battery 52 supplies power to the control device 70. For example, the battery 52 also supplies power to the electric actuator 50. The battery 52 is, for example, communicably connected to the control unit 72 of the control device 70 via wired or wireless means. The battery 52 can communicate with the control unit 72, for example, via power line communication (PLC: Power Line Communication), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver/Transmitter).

Motor 24 drives the transmitter 20. For example, motor 24 provides propulsion to the human-powered vehicle 10 in response to human-powered drive force H. Motor 24 may include one or more electric motors. The electric motor included in motor 24 may be, for example, a brushless motor. Motor 24 transmits rotational force via a power transmission path of human-powered drive force H from pedal 34 to the second rotating body 18. In this embodiment, motor 24 is mounted on the frame 32 of the human-powered vehicle 10 and transmits rotational force to the first rotating body 14. Motor 24 drives the transmitter 20 through the first rotating body 14. The human-powered vehicle 10 further includes a housing 54 in which motor 24 is mounted. The drive unit 48 consists of a motor 24 and a housing 54. The housing 54 is mounted on the frame 32. The housing 54 rotatably supports the crankshaft 12. The motor 24 can, for example, transmit rotational force to the transmitter 20 without passing through the first rotating body 14. In this case, for example, a sprocket that engages with the transmitter 20 is provided on the output shaft of the motor 24 or in the transmission mechanism through which the force of the output shaft is transmitted.

A reducer 56 may be provided between the motor 24 and the power transmission path of the human-powered drive H. The reducer 56 may, for example, be configured to include a plurality of gears. A third one-way clutch 58 may also be provided between the motor 24 and the power transmission path of the human-powered drive H, which can suppress the transmission of rotational force of the crank 28 to the motor 24 when the crankshaft 12 is rotated in the direction of forward movement of the human-powered vehicle 10. The third one-way clutch 58 may, for example, include at least one of a roller clutch, a wedge clutch, and a claw clutch.

The drive unit 48 includes an output unit 60. The output unit 60 is, for example, connected to the crankshaft 12 and the reducer 56. The output of the human-powered drive H and the motor 24 is input into the output unit 60. The first rotating body 14 is connected to the output unit 60 in a manner that allows it to rotate integrally with the output unit 60.

For example, the power transmission system 62 includes a control device 70 and a first one-way clutch 64. The first one-way clutch 64 is a first power transmission path disposed between the crankshaft 12 and the first rotating body 14, transmitting rotational force in a first rotational direction from the crankshaft 12 to the first rotating body 14, and inhibiting the transmission of rotational force from the first rotating body 14 to the crankshaft 12 in the first rotational direction. The first one-way clutch 64 allows the first rotating body 14 to rotate forward when the crank 28 is rotating forward, and allows the crank 28 and the first rotating body 14 to rotate relative to each other when the crank 28 is rotating backward. The first one-way clutch 64 is, for example, disposed in the housing 54 of the drive unit 48. The first one-way clutch 64 is, for example, disposed between the crankshaft 12 and the output section 60. The first one-way clutch 64 includes, for example, at least one of a roller clutch, a wedge clutch, and a claw clutch.

The crankshaft 12 and the first rotating body 14 may be integrally rotatably connected. When the crankshaft 12 and the first rotating body 14 are integrally rotatably connected, the first one-way clutch 64 is omitted.

For example, the power transmission system 62 further includes a second one-way clutch 66. The second one-way clutch 66 is a second power transmission path disposed between the second rotating body 18 and the wheel 16. It transmits rotational force corresponding to the first rotational direction towards the wheel 16 from the second rotating body 18 towards the wheel 16, and inhibits the transmission of rotational force in the second rotational direction from the wheel 16 towards the second rotating body 18. The second one-way clutch 66 allows relative rotation between the second rotating body 18 and the rear wheel 16R when the second rotating body 18 is rotating forward and when the second rotating body 18 is rotating backward. The second one-way clutch 66 is, for example, disposed on the hub axle of the rear wheel 16R. The second one-way clutch 66 is, for example, at least one of a roller clutch, a wedge clutch, and a claw clutch.

The second rotating body 18 and the rear wheel 16R can also be rotatably connected as a single unit. When the second rotating body 18 and the rear wheel 16R are rotatably connected as a single unit, the second one-way clutch 66 is omitted.

For example, the power transmission system 62 further includes an energy storage device. The energy storage device stores the electricity generated by the motor 24. For example, the control unit 72 uses the electricity from the energy storage device to control the motor 24. The energy storage device may include a battery 52, a different type of battery, or a capacitor. The energy storage device may, for example, be housed in the casing 54 of the drive unit 48.

The control device 70 includes a control unit 72. The control unit 72 is a computing processing device that implements a pre-determined control program. The computing processing device included in the control unit 72 may include, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The computing processing device included in the control unit 72 may be located in multiple, geographically dispersed locations. For example, one part of the computing processing device may be located in a human-powered vehicle 10, and other parts may be located on a server connected to the Internet. When the computing processing device is located in multiple, geographically dispersed locations, the various parts of the computing processing device can be interconnected via a wireless communication device. The control unit 72 may include one or more microcomputers.

For example, the control device 70 further includes a memory unit 74. The memory unit 74 stores the control program and information used for control processing. The memory unit 74 may include, for example, non-volatile memory and volatile memory. The non-volatile memory may include, for example, at least one of the following: ROM (Read-Only Memory), EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable Programmable Read Only Memory), and flash memory. The volatile memory may include, for example, RAM (Random Access Memory).

The control device 70 is, for example, a drive circuit 76 further comprising the motor 24. The drive circuit 76 and the control unit 72 are, for example, housed in the casing 54 of the drive unit 48. The drive circuit 76 and the control unit 72 may also be housed on, for example, the same circuit board. The drive circuit 76 includes an inverter circuit. The drive circuit 76 controls the power supplied from the battery 52 to the motor 24. The drive circuit 76 is connected to the control unit 72 via a conductor, power cable, or wireless communication device, etc. The drive circuit 76 drives the motor 24 in response to control signals received from the control unit 72.

For example, the control device 70 further includes: a vehicle speed sensor 78, a crank rotation sensor 80, and a human-powered drive detection unit 82.

The speed sensor 78 detects information corresponding to the rotational speed W of the wheel 16 of the human-powered vehicle 10. The speed sensor 78, for example, detects the magnet installed on the wheel 16 of the human-powered vehicle 10. The speed sensor 78, for example, outputs a signal indicating that a predetermined number of times the wheel 16 has been detected during one rotation. The predetermined number of times is, for example, 1 time. The speed sensor 78 outputs a signal corresponding to the rotational speed W of the wheel 16. The control unit 72 can calculate the speed V of the human-powered vehicle 10 based on the rotational speed W of the wheel 16. The speed V can be calculated based on: the rotational speed W of the wheel 16 and information about the circumference of the wheel 16. Information about the circumference of wheel 16 is stored in memory section 74.

The speed sensor 78 may include, for example, a magnetic reed forming a reed switch or a Hall element. The speed sensor 78 may be mounted on the chain support of the frame 32 of the human-powered vehicle 10 to detect a magnet mounted on the rear wheel 16R, or it may be mounted on the front fork 38 to detect a magnet mounted on the front wheel 16F. In this embodiment, the speed sensor 78 detects the magnet once when the wheel 16 rotates one revolution. The speed sensor 78 can detect information corresponding to the rotational speed W of the wheel 16 of the human-powered vehicle 10; any structure is acceptable, such as an optical sensor or an accelerometer. The vehicle speed sensor 78 is connected to the control unit 72 via a wireless communication device or a power cable.

The crank rotation sensor 80 detects information about the rotational speed C of the crankshaft 12 corresponding to the human-powered vehicle 10. The crank rotation sensor 80 is, for example, installed on the frame 32 or drive unit 48 of the human-powered vehicle 10. The crank rotation sensor 80 is a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. A ring-shaped magnet with varying magnetic field strength in the circumferential direction is installed on: the crankshaft 12, a component rotating in conjunction with the crankshaft 12, or in the power transmission path from the crankshaft 12 to the first rotating body 14. The component rotating in conjunction with the crankshaft 12 can also be the output shaft of the motor 24. The crank rotation sensor 80 outputs a signal corresponding to the rotational speed C of the crankshaft 12.

The magnet can be a component that rotates integrally with the crankshaft 12 in the power transmission path of the human-powered drive force H from the crankshaft 12 to the first rotating body 14. For example, if there is no first one-way clutch 64 between the crankshaft 12 and the first rotating body 14, the magnet can be located on the first rotating body 14. The crank rotation sensor 80 can detect information about the rotational speed C of the crankshaft 12 of the human-powered vehicle 10. Any structure is acceptable, and a magnetic sensor can be replaced by an optical sensor, an accelerometer, or a torque sensor. The crank rotation sensor 80 is connected to the control unit 72 via a wireless communication device or a power cable.

The manual drive detection unit 82 detects information related to the manual drive force H. The manual drive detection unit 82 may be installed, for example, in the frame 32, drive unit 48, crank 28, or pedal 34 of the manual drive vehicle 10. The manual drive detection unit 82 may also be installed in the housing 54 of the drive unit 48. The manual drive detection unit 82 may include, for example, a torque sensor. The torque sensor outputs a signal corresponding to the torque applied to the crank 28 by the manual drive force H. The torque sensor may be, for example, located upstream of the first one-way clutch 64 in the power transmission path, where a first one-way clutch 64 is provided. Torque sensors include strain sensors, magnetostrictive sensors, and pressure sensors. Strain sensors include strain gauges.

The torque sensor is located in or near the power transmission path or components included in the power transmission path. Components included in the power transmission path include, for example, the crankshaft 12, components that transmit the human-powered drive force H between the crankshaft 12 and the first rotating body 14, the crank arm 26, or the pedal 34. The human-powered drive detection unit 82 is connected to the control unit 72 via a wireless communication device or a power cable. The human-powered drive detection unit 82 can acquire information about the human-powered drive force H; any structure is possible, such as a sensor for detecting pressure applied to the pedal 34 or a sensor for detecting chain tension.

Control unit 72 controls motor 24. Control unit 72, for example, controls motor 24 such that the assistance level AL generated by motor 24 is a predetermined assistance level AL. For example, assistance level AL includes at least one of: the ratio of motor 24's output to the human-powered drive force H input to the human-powered vehicle 10, the maximum output of motor 24, and a suppression level L for output variation of motor 24 when the output of motor 24 is decreasing. The ratio of motor 24's assistance to the human-powered drive force H is recorded as an assistance ratio. Control unit 72, for example, controls motor 24 such that the ratio of motor 24's assistance to the human-powered drive force H is a predetermined ratio. The human-powered drive force H corresponds to the propulsion force of the human-powered vehicle 10 generated by the rider rotating the crankshaft 12. The auxiliary force corresponds to the propulsion force of the human-powered vehicle 10 generated by the rotation of the motor 24. The predetermined ratio is not fixed, but can vary, for example, in response to changes in the human-powered drive force H. The predetermined ratio is not fixed, but can vary, for example, in response to changes in the rotational speed C of the crankshaft 12. The predetermined ratio is not fixed, but can vary, for example, in response to changes in the vehicle speed V. The predetermined ratio is not fixed, but can vary, for example, in response to any two or all of the human-powered drive force H, the rotational speed C of the crankshaft 12, and the vehicle speed V.

When the human-powered drive H and the assist torque are expressed as torque, the human-powered drive H is denoted as human-powered torque HT, and the assist torque is denoted as assist torque MT. When the human-powered drive H and the assist torque are expressed as work rate, the human-powered drive H is denoted as human-powered work rate HW, and the assist torque is denoted as assist work rate MW. The ratio can also be the torque ratio of assist torque MT to the human-powered torque HT of the human-powered vehicle 10, or the ratio of the assist work rate MW of the motor 24 to the human-powered work rate HW.

In the drive unit 48 of this embodiment, the crankshaft 12 is not connected to the first rotating body 14 via a gearbox, and the output of the motor 24 is input to the first rotating body 14. When the crankshaft 12 is not connected to the first rotating body 14 via a gearbox, and the output of the motor 24 is input to the first rotating body 14, the manual drive force H corresponds to the drive force input to the first rotating body 14 by the user rotating the crankshaft 12. When the crankshaft 12 is not connected to the first rotating body 14 via a gearbox, and the output of the motor 24 is input to the first rotating body 14, the auxiliary drive force is the drive force input to the first rotating body 14 by the rotation of the motor 24. When the output of motor 24 is input to the first rotating body 14 through reducer 56, it assists in the output of reducer 56.

When the rear wheel 16R is equipped with a motor 24, the human-powered drive H corresponds to the output of the rear wheel 16R, which is driven solely by the rider. When the rear wheel 16R is equipped with a motor 24, the auxiliary power output corresponds to the output of the rear wheel 16R, which is driven solely by the motor 24. When the front wheel 16F is equipped with a motor 24, the human-powered drive H corresponds to the output of the rear wheel 16R, which is driven solely by the rider. When the front wheel 16F is equipped with a motor 24, the auxiliary power output corresponds to the output of the front wheel 16F, which is driven solely by the motor 24.

The control unit 72 controls the motor 24 to reduce the auxiliary torque to a maximum value MX or less. When the output of the motor 24 is input to the first rotating body 14, and the auxiliary torque is expressed as torque, the control unit 72 controls the motor 24 to reduce the auxiliary torque MT to a maximum value MTX or less. For example, the maximum value MTX is a value in the range of 20 Nm to 200 Nm. The maximum value MTX is determined, for example, by the output characteristics of the motor 24. When the output of the motor 24 is input to the first rotating body 14, and the auxiliary torque is expressed as a duty cycle, the control unit 72 controls the motor 24 to reduce the auxiliary duty cycle MW to a maximum value MWX or less.

For example, the control unit 72 can change the suppression level L used to suppress output changes of the motor 24. The greater the suppression level L of the motor 24's output changes, the smaller the change in the motor 24's output per unit time is compared to the change in the motor 24's control parameters per unit time. Conversely, the smaller the suppression level L of the motor 24's output changes, the greater the change in the motor 24's output per unit time is compared to the change in the motor 24's control parameters per unit time. The control parameters of the motor 24 are the human-powered drive force H or the rotational speed C of the crankshaft 12. The suppression level L of the motor 24's output changes is inversely proportional to the motor 24's response speed. The response speed of motor 24 is expressed as the change in the output of motor 24 per unit time relative to the change in the control parameters of motor 24 per unit time. If the suppression level L of the output change of motor 24 is increased, the response speed of motor 24 will decrease.

The control unit 72, for example, changes the suppression level L using a filter. The filter, for example, includes a low-pass filter having a time constant. The control unit 72 changes the suppression level L by changing the time constant of the filter. Alternatively, the control unit 72 can also change the suppression level L by changing the gain amount used for the output of the human-driven computational motor 24. The filter, for example, is configured with software pre-determined in the computational processing device.

For example, the control unit 72 controls the electric actuator 50. The control unit 72 outputs a shift control signal for changing the shift ratio R to the electric actuator 50. The electric actuator 50 operates to operate the derailleur 22 when the shift control signal is input. The shift control signal, for example, includes electrical power for driving the electric actuator 50. For example, the shift control signal includes: a first shift control signal and a second shift control signal. The first shift control signal includes a shift instruction to operate the derailleur 22 by increasing the shift ratio R, and the second shift control signal includes a shift instruction to operate the derailleur 22 by decreasing the shift ratio R.

The control unit 72 controls the motor 24 to drive the transmitter 20 and controls the derailleur 22 to operate the transmitter 20, thereby changing the gear ratio R and performing gear shift control. The control unit 72 controls the electric actuator 50 and operates the transmitter 20 via the derailleur 22.

For example, the shifting modes of the control unit 72 include: manual shifting mode and automatic shifting mode. In manual shifting mode, the derailleur 22 is operated in response to the operation of the operating device 44, causing the transmitter 20 to change the shift ratio R. For example, in manual shifting mode, when the operating device 44 is operated, the control unit 72 controls the electric actuator 50 to actuate the derailleur 22, thereby changing the shift ratio R. Manual shifting mode and automatic shifting mode respectively refer to the shifting modes that accompany pedaling while walking.

In automatic transmission mode, the derailleur 22 operates the transmitter 20 to change the gear ratio R. For example, in automatic transmission mode, if the shift condition is met, the control unit 72 controls the electric actuator 50 to operate the derailleur 22 to change the gear ratio R. In addition to the shift condition being met, the control unit 72 can also operate the transmitter 20 to change the gear ratio R in response to the operation of the operating device 44 in automatic transmission mode.

Control unit 72 sends a first gear control signal to electric actuator 50 when a gear shift condition for increasing the gear ratio R is met. Electric actuator 50 operates derailleur 22 and increases the gear ratio R via the first gear shift control signal. Control unit 72 sends a second gear shift control signal to electric actuator 50 when a gear shift condition for decreasing the gear ratio R is met. Electric actuator 50 operates derailleur 22 and decreases the gear ratio R via the second gear shift control signal.

For example, the gear shift condition is at least one of the following: the walking state of the human-powered vehicle 10 and the walking environment of the human-powered vehicle 10. The gear shift condition is, for example, at least one of the following: the rotational speed C of the crankshaft 12, the vehicle speed V, the human-powered driving force H, and the gradient of the road on which the human-powered vehicle 10 travels. For example, the gear shift condition is satisfied when the rotational speed C of the crankshaft 12 changes from within a specified range to outside a specified range.

The control unit 72 performs gear shifting control when a first condition regarding pedaling is met in manual shifting mode. The first condition is met when at least one of the following conditions is met: the manual drive force H is less than or equal to the first drive force H1; the rotational speed C of the crankshaft 12 is less than or equal to the first rotational speed RV1; or the crankshaft 12 is oscillating. The oscillating state of the crankshaft 12 includes situations where the crankshaft 12 has not completely stopped, and the rotation angle CA of the crankshaft 12 is maintained within a predetermined angle range. The predetermined angle range is, for example, 1 degree or more and 20 degrees or less. For example, the first drive force H1 is substantially 0 Nm. The first drive force H1 is a value set to determine when the crankshaft 12 has stopped rotating. For example, the first rotational speed RV1 is essentially 0 rpm. The first rotational speed RV1 is a value set to determine when the crankshaft 12 has stopped rotating.

For example, when the first condition is met in manual transmission mode, the control unit 72 performs transmission control in response to the operation of the operating device 44. The control unit 72 may also perform transmission control in response to the operation of the operating device 44 when the first condition is met in automatic transmission mode.

For example, when the first condition is met, control unit 72 controls motor 24 to drive transmitter 20 in transmission control, without providing assistance to the human-powered vehicle 10. For example, when the first condition is met, control unit 72 drives transmitter 20 to motor 24 in transmission control, preventing the driving force of motor 24 from being transmitted to the rear wheel 16R. For example, when the first condition is met, control unit 72 controls motor 24 in transmission control, preventing the rear wheel 16R from being rotated by motor 24. For example, when the first condition is met, control unit 72 controls motor 24 so that the rotational speed of the second rotating body 18 is lower than the rotational speed of the rear wheel 16R. When the first condition is met, the control unit 72 can control the motor 24 to not provide assistance to the human-powered vehicle 10, based on the information about the rotational speed M or rotational torque of the motor 24 that has been pre-remembered in the memory unit 74.

For example, the human-powered vehicle 10 further includes a gear shifting mode switching device 68. The control unit 72 is capable of switching between manual and automatic gear shifting modes in response to the operation of the gear shifting mode switching device 68 performed by the rider.

The gear mode switching device 68 may include, for example, a button switch or a lever switch. The gear mode switching device 68 is not limited to a button switch or a lever switch; any structure is acceptable. The gear mode switching device 68 may include a cyclocomputer. The gear mode switching device 68 may include a touch panel.

According to this embodiment, ease of use for riders who prefer manual shifting can be improved. For example, for advanced riders or others who prefer to shift gears themselves, it is difficult to perform shifting in a human-powered motorcycle 10 equipped with a chainring 22 when the first condition is met, for example, when the rider is not pressing the pedal 34. However, according to this embodiment, even when the first condition is met in manual shifting mode, shifting becomes possible because the control unit 72 controls the motor 24 to drive the transmitter 20.

Referring to Figure 5, the process of changing the transmission mode is explained by the control unit 72. The control unit 72, for example, when power is supplied to it, begins processing and moves to step S11 of the flowchart shown in Figure 5. If the flowchart in Figure 5 ends, the control unit 72, for example, continues processing from step S11 after a predetermined cycle until the power supply is stopped.

In step S11, control unit 72 determines whether the manual shifting mode is selected. If the manual shifting mode is selected, control unit 72 moves to step S12. If the manual shifting mode is not selected, control unit 72 moves to step S13.

In step S12, control unit 72 determines whether the transmission mode switching device 68 has been operated. If the transmission mode switching device 68 has been operated, control unit 72 proceeds to step S14. If the transmission mode switching device 68 has not been operated, control unit 72 terminates the process.

In step S14, the control unit 72 switches the transmission mode to automatic transmission mode and ends the process.

In step S13, control unit 72 determines whether the transmission mode switching device 68 has been operated. If the transmission mode switching device 68 has been operated, control unit 72 proceeds to step S15. If the transmission mode switching device 68 has not been operated, control unit 72 terminates the process.

In step S15, the control unit 72 switches the transmission mode to manual transmission mode and ends the process.

Referring to Figure 6, the control unit 72 performs gear shifting control in manual shifting mode. The control unit 72, for example, begins processing and moves to step S21 of the flowchart shown in Figure 6 when power is supplied to it. If the flowchart of Figure 6 ends, the control unit 72 repeats the process starting from step S21 after a predetermined cycle, for example, until the power supply is stopped.

In step S21, control unit 72 determines whether the manual shifting mode is selected. If the manual shifting mode is selected, control unit 72 proceeds to step S22. If the manual shifting mode is not selected, control unit 72 terminates the process.

In step S22, control unit 72 determines whether the first condition is met. If the first condition is met, control unit 72 moves to step S23. If the first condition is not met, control unit 72 terminates the process.

In step S23, control unit 72 determines whether operating device 44 has been operated. If operating device 44 has been operated, control unit 72 moves to step S24. If operating device 44 has not been operated, control unit 72 terminates the process.

In step S24, the control unit 72 performs speed control and ends the process. After starting the drive of the motor 24 in step S24, the control unit 72 drives the electric actuator 50 in response to the operation of the operating device 44 detected in step S23.

<Second Embodiment> Referring to Figures 7 and 8, the control device 70 of the second embodiment will be described. The control content of the control device 70 of the second embodiment is the same as that of the control device 70 of the first embodiment, except that the control unit 72 implements the processing of the flowchart in Figure 8 instead of the flowchart in Figures 5 and 6. In the control device 70 of the second embodiment, for components common to the first embodiment, the same symbols as in the first embodiment are added, and repeated descriptions are omitted.

In this embodiment, the control unit 72 performs gear shifting control without relying on the operation of the operating device 44 when, in addition to satisfying the first condition, it also satisfies the second or third condition in the manual shifting mode. The second and third conditions are at least one of the following: the walking state of the manual-driven vehicle 10 and the walking environment of the manual-driven vehicle 10. For example, satisfying the second condition means at least one of the following: the path of the manual-driven vehicle 10 changes from uphill to downhill; the manual-driven vehicle 10 is walking downhill; or the acceleration AC of the manual-driven vehicle 10 is greater than or equal to the first acceleration AC1. When the first and second conditions are satisfied, the control unit 72 increases the gear ratio R in the gear shifting control. For example, the conditions for satisfying condition 3 are: the path of the manually driven vehicle 10 changes from downhill to uphill; the speed V of the manually driven vehicle 10 is less than or equal to the first speed V1; and the deceleration D of the manually driven vehicle 10 is greater than or equal to the first deceleration D1. If conditions 1 and 3 are satisfied, the control unit 72 reduces the gear ratio R in the gear shift control.

As shown in Figure 7, the control device 70 further includes a status detection unit 84. The status detection unit 84 is, for example, a tilt detection unit that detects the tilt angle of the human-powered vehicle 10. The tilt detection unit includes, for example, at least one tilt sensor and a GPS (Global Positioning System) receiver. The tilt sensor includes, for example, at least one rotation sensor and an acceleration sensor. When a GPS receiver is included, the tilt detection unit, in the case of which a map information containing information about the road slope is pre-memorized in the memory unit 74, and the control unit 72 obtains the road slope of the current location of the human-powered vehicle 10 as the pitch angle.

The status detection unit 84 may include, for example, a forward detection unit, which can detect the traveling environment ahead of the direction in which the human-powered vehicle 10 travels. The forward detection unit includes at least one of a GPS receiver, a camera, and a laser device. When the forward detection unit includes a GPS receiver, the memory unit 74 pre-memorizes map information containing information about road slope. The control unit 72 predicts the road slope ahead based on the current location information of the human-powered vehicle 10 and the pre-memorized map information. When the forward detection unit includes a camera, the control unit 72 detects the forward situation using images captured by the camera. When the forward detection unit includes a laser device, the control unit 72 detects the situation in front by using obstacles detected by the laser.

The control unit 72 may also include an artificial intelligence processing unit, which outputs the status of the front unit in response to input from the front detection unit. The artificial intelligence processing unit may include, for example, a memory device for storing software and a computing processing device for executing the software stored in the memory device. The computing processing device may include, for example, a CPU or an MPU. The computing processing device may include, for example, a GPU (Graphics Processing Unit) in addition to a CPU or MPU. The computing processing device may also include a FPGA (Field-Programmable Gate Array). The artificial intelligence processing unit may include one or multiple computing processing devices. The artificial intelligence processing unit may also include multiple computing processing devices, each configured in multiple locations that are far apart from each other. A memory device includes, for example, non-volatile and volatile memory. A memory device is memory: a control program, a learning program, and a learning model. A learning model can be a pre-learned model that has learned according to predetermined learning rules, or a model that can be updated due to different learning rules. Learning rules include: machine learning, deep learning, or deep reinforcement learning. Learning rules include, for example, at least one of teacher-led learning, unteacher-led learning, and reinforcement learning. If the learning model is updated using methods belonging to the field of artificial intelligence, methods other than those described in this specification are also possible. The learning process used to update the learning model can be performed, for example, using a GPU. The learning rules can also be implemented using a neural network (NN). Alternatively, recurrent neural networks (RNNs) can also be used.

To briefly explain the difference between this embodiment and the first embodiment, in the first embodiment, the gear shifting control of the invention is performed manually in the manual shifting mode, while in this embodiment, the gear shifting control of the invention is performed automatically in the manual shifting mode.

Referring to Figure 8, the control unit 72 performs gear shifting control in manual shifting mode. The control unit 72, for example, begins processing and moves to step S31 of the flowchart shown in Figure 8 when power is supplied to it. If the flowchart in Figure 8 ends, the control unit 72 repeats the process starting from step S31 after a predetermined cycle, for example, until the power supply is stopped.

In step S31, control unit 72 determines whether the manual shifting mode is selected. If the manual shifting mode is selected, control unit 72 proceeds to step S32. If the manual shifting mode is not selected, control unit 72 terminates the process.

In step S32, the control unit 72 determines whether the first condition is met. If the first condition is met, the control unit 72 moves to step S33. If the first condition is not met, the control unit 72 moves to step S34.

In step S33, control unit 72 determines whether the second condition is met. If the second condition is met, control unit 72 moves to step S35. If the second condition is not met, control unit 72 moves to step S36.

In step S35, the control unit 72 performs speed control and ends the process. In step S35, after starting the drive of the motor 24, the control unit 72 drives the electric actuator 50 to actuate the derailleur 22, thereby increasing the speed ratio R.

In step S36, control unit 72 determines whether condition 3 is met. If condition 3 is met, control unit 72 moves to step S37. If condition 3 is not met, control unit 72 moves to step S34.

In step S37, the control unit 72 performs speed control and ends the process. In step S37, after starting the drive of the motor 24, the control unit 72 drives the electric actuator 50 to actuate the derailleur 22, thereby reducing the speed ratio R.

In step S34, the control unit 72 determines whether the operating device 44 has been operated. If the operating device 44 has been operated, the control unit 72 moves to step S38. If the operating device 44 has not been operated, the control unit 72 terminates the process.

In step S38, the control unit 72 performs speed control and ends the process. In step S38, after starting the drive of the motor 24, the control unit 72 drives the electric actuator 50 to actuate the derailleur 22 to a speed ratio R corresponding to the operation of the operating device 44.

<Third Embodiment> Referring to Figures 9 to 12, the control device 70 of the third embodiment will be described. The control device 70 of the third embodiment is the same as the control device 70 of the first embodiment, except that the control unit 72 performs the processing shown in Figures 10 to 12 instead of the processing shown in Figure 5. In the control device 70 of the third embodiment, for components common to the first embodiment, the same symbols as in the first embodiment are added, and repeated explanations are omitted.

In this embodiment, the control mode of the control unit 72 includes a first control mode and a second control mode. The first control mode performs gear shifting control in response to the operation of the operating device 44 when a first condition related to pedaling is met. The second control mode performs gear shifting control without relying on the operation of the operating device 44 when the first condition is met. For example, in the second control mode, gear shifting control is performed whenever a specified condition is met, without relying on the operation of the operating device 44, even when the first condition is met. The specified condition includes, for example, at least one of the second and third conditions.

As shown in Figure 9, for example, the human-powered vehicle 10 further includes a control mode switching device 90. The control unit 72 switches the control mode between a first control mode and a second control mode in response to the operation of the control mode switching device 90 performed by the rider.

The control mode switching device 90 may include, for example, a button switch or a joystick switch. The control mode switching device 90 is not limited to a button switch or a joystick switch; any structure is acceptable. The control mode switching device 90 may include a cyclocomputer. The control mode switching device 90 may include a touch panel.

For example, in manual transmission mode, control unit 72 allows switching between control mode 1 and control mode 2. For example, in automatic transmission mode, control unit 72 allows switching between control mode 1 and control mode 2. For example, control unit 72 controls interface 46 to display the control mode. For example, control unit 72 outputs a control signal for displaying the selected control mode to interface 46.

According to this embodiment, the ease of use for the gear shift control of this invention is improved because the rider can select between the first control mode and the second control mode.

Referring to Figures 10 and 11, the speed control process is performed by the control unit 72. For example, when power is supplied to the control unit 72, the process begins and moves to step S41 of the flowchart shown in Figure 10. If the flowcharts in Figures 10 and 11 end, for example, until the power supply is stopped, the control unit 72 repeats the process starting from step S41 after a predetermined cycle.

In step S41, control unit 72 determines whether the manual shifting mode is selected. If the manual shifting mode is selected, control unit 72 moves to step S42. If the manual shifting mode is not selected, control unit 72 moves to step S51.

In step S42, the control unit 72 determines whether the first control mode is selected. If the first control mode is selected, the control unit 72 moves to step S43. If the first control mode is not selected, the control unit 72 moves to step S44.

In step S43, control unit 72 determines whether the first condition is met. If the first condition is met, control unit 72 moves to step S45. If the first condition is not met, control unit 72 terminates the process.

In step S45, the control unit 72 determines whether the operating device 44 has been operated. If the operating device 44 has been operated, the control unit 72 moves to step S46. If the operating device 44 has not been operated, the control unit 72 terminates the process.

The control unit 72 terminates the process after performing speed control in step S46. In step S46, after starting the drive of the motor 24, the control unit 72 drives the electric actuator 50 to actuate the derailleur 22 to achieve the speed ratio R corresponding to the operation of the operating device 44.

In step S44, control unit 72 determines whether the second control mode is selected. If the second control mode is selected, control unit 72 proceeds to step S47. If the second control mode is not selected, control unit 72 terminates the process.

In step S47, control unit 72 determines whether the first condition is met. If the first condition is met, control unit 72 moves to step S48. If the first condition is not met, control unit 72 terminates the process.

Control unit 72 determines whether the specified conditions are met in step S48. If the specified conditions are met, control unit 72 proceeds to step S49. If the specified conditions are not met, control unit 72 terminates the process.

The control unit 72 terminates the process after performing speed control in step S49. In step S49, after starting the drive of the motor 24, the control unit 72 drives the electric actuator 50 to actuate the derailleur 22 to achieve a speed ratio R corresponding to the specified conditions.

In step S51, control unit 72 determines whether the first control mode is selected. If the first control mode is selected, control unit 72 moves to step S52. If the first control mode is not selected, control unit 72 moves to step S53.

In step S53, control unit 72 determines whether the first condition is met. If the first condition is met, control unit 72 moves to step S54. If the first condition is not met, control unit 72 terminates the process.

In step S54, the control unit 72 determines whether the operating device 44 has been operated. If the operating device 44 has been operated, the control unit 72 moves to step S55. If the operating device 44 has not been operated, the control unit 72 terminates the process.

The control unit 72 terminates the process after performing speed control in step S55. In step S55, after starting the drive of the motor 24, the control unit 72 drives the electric actuator 50 to actuate the derailleur 22 to achieve the speed ratio R corresponding to the operation of the operating device 44.

In step S53, control unit 72 determines whether the second control mode is selected. If the second control mode is selected, control unit 72 proceeds to step S56. If the second control mode is not selected, control unit 72 terminates the process.

In step S56, control unit 72 determines whether the first condition is met. If the first condition is met, control unit 72 moves to step S57. If the first condition is not met, control unit 72 terminates the process.

Control unit 72 determines whether the specified conditions are met in step S57. If the specified conditions are met, control unit 72 moves to step S58. If the specified conditions are not met, control unit 72 terminates the process.

The control unit 72 terminates the process after performing the speed control in step S58. In step S58, after starting the drive of the motor 24, the control unit 72 drives the electric actuator 50 to actuate the derailleur 22, so that it achieves the speed ratio R corresponding to the specified conditions.

Referring to Figure 12, the control unit 72 controls the processing of interface 46 according to the control mode. For example, if power is supplied to the control unit 72, processing begins and proceeds to step S61 of the flowchart shown in Figure 12. If the flowchart of Figure 12 ends, for example, the control unit 72 repeats the processing from step S61 after a predetermined cycle until the power supply is stopped.

In step S61, control unit 72 determines whether the first control mode is selected. If the first control mode is selected, control unit 72 moves to step S62. If the first control mode is not selected, control unit 72 moves to step S63.

In step S62, the control unit 72 determines whether the control mode switching device 90 has been operated. If the control mode switching device 90 has been operated, the control unit 72 proceeds to step S64. If the control mode switching device 90 has not been operated, the control unit 72 terminates the process.

In step S64, the control unit 72 switches the control mode to the second control mode and moves to step S65.

In step S65, the control unit 72 displays the control mode via interface 46 and ends the process.

In step S63, control unit 72 determines whether control mode switching device 90 has been operated. If control mode switching device 90 has been operated, control unit 72 proceeds to step S66. If control mode switching device 90 has not been operated, control unit 72 terminates the process.

In step S66, the control unit 72 switches the control mode to the first control mode and moves to step S67.

In step S67, the control unit 72 displays the control mode via interface 46 and ends the process.

<Variations> The descriptions of the various embodiments are merely illustrative of the possible forms of the control device for the human-powered vehicle of the present invention and are not intended to limit its forms. The control device for the human-powered vehicle of the present invention may also be, for example, a variation of the embodiments shown below, or a combination of at least two non-contradictory variations. In the following variations, for parts common to the forms of the embodiments, the same symbols as in the embodiments are added, and their descriptions are omitted.

• Interface 46 can display at least one of the following: vehicle speed V, gear number, gear mode, battery 52 remaining charge, current location information, and crankshaft speed.

The expression "at least one" as used in this instruction manual means "one or more" of the listed selection items. For example, if there are only two selection items, "at least one" means either "only one of them" or "both of them are selected." Similarly, if there are three or more selection items, "at least one" means either "only one of them" or "any combination of two or more."

10: Human-powered vehicle 12: Crankshaft 14: First rotating body 16: Wheel 16F: Front wheel 16R: Rear wheel 18: Second rotating body 20: Transmission element 22: Chain lever 24: Motor 26: Crank arm 26A: First crank arm 26B: Second crank arm 28: Crank 30: Body 32: Frame 34: Pedals 34A: First pedal 34B: Second pedal 36: Drive mechanism 38: Front fork 40: Handlebars 42: Handlebars 44: Control device 44A: First control unit 44B: Second control unit 46: Interface 48: Drive unit 50: Electric actuator 52: Battery 54: Housing 56: Gearbox 58: Third One-Way Clutch 60: Output Unit 62: Power Transmission System 64: First One-Way Clutch 66: Second One-Way Clutch 68: Gearbox Mode Switching Device 70: Control Device 72: Control Unit 74: Memory Unit 76: Drive Circuit 78: Vehicle Speed Sensor 80: Crankshaft Rotation Sensor 82: Manual Drive Detector 84: Status Detector 90: Control Mode Switching Device

[Figure 1] Side view of a human-powered vehicle including the control device for a human-powered vehicle according to the first embodiment. [Figure 2] Cross-sectional view of the drive unit included in the human-powered vehicle of Figure 1. [Figure 3] Schematic diagram of the power transmission path of the power transmission system of the human-powered vehicle of Figure 1. [Figure 4] Block diagram showing the electrical structure of the human-powered vehicle, including the control device for a human-powered vehicle according to the first embodiment. [Figure 5] Flowchart of the process for changing the transmission mode implemented by the control unit of Figure 4. [Figure 6] Flowchart of the process for performing transmission control in manual transmission mode implemented by the control unit of Figure 4. [Figure 7] Block diagram showing the electrical structure of the human-powered vehicle, including the control device for a human-powered vehicle according to the second embodiment. [Figure 8] A flowchart illustrating the transmission control process in manual transmission mode, implemented using the control unit of Figure 7. [Figure 9] A block diagram showing the electrical structure of the human-powered vehicle, including the control device for the human-powered vehicle in the third embodiment. [Figure 10] A flowchart illustrating the transmission control process in manual transmission mode, implemented using the control unit of Figure 9. [Figure 11] A flowchart illustrating the transmission control process in automatic transmission mode, implemented using the control unit of Figure 9. [Figure 12] A flowchart illustrating the control mode process displayed in the interface, implemented using the control unit of Figure 9.

10: Human-powered vehicle

24: Motor

44: Operating Device

44A: First Operations Unit

44B: Second Operations Unit

46: Interface

48: Drive Unit

50: Electric Actuator

52: Battery

68: Gear Mode Switching Device

70: Control Device

72: Control Department

74: Memory Section

76: Drive Circuit

78: Vehicle speed sensor

80: Crankshaft Rotation Sensor

82: Human-Powered Detection Department

Claims (10)

A control device is provided for a human-powered vehicle. The aforementioned human-powered vehicle includes: a crankshaft into which human power is input; a first rotating body connected to the crankshaft; a wheel; a second rotating body connected to the wheel; a transmitter engaged with the first and second rotating bodies and transmitting power between them; a chain lever for operating the transmitter to change the gear ratio of the wheel's rotational speed to the crankshaft's rotational speed; a motor for driving the transmitter; and an operating device operable by the rider of the aforementioned human-powered vehicle. The aforementioned control device includes a control unit capable of gear shifting control. It controls the motor to drive the transmission and controls the derailleur to operate the transmission, thereby changing the gear ratio. The control unit functions as a gear shifting mode. The gear shifting modes include: a manual shifting mode, in which the transmission is operated to change the gear ratio via the derailleur in response to operation of the control device; and an automatic shifting mode, in which the transmission is operated to change the gear ratio via the derailleur regardless of operation of the control device. In the manual shifting mode, gear shifting control is performed when the first condition regarding pedaling is met. The conditions that satisfy the first condition mentioned above are: at least one of the following: the aforementioned human-powered drive is less than or equal to the first drive force; the aforementioned crankshaft rotation speed is less than or equal to the first rotation speed; and the aforementioned crankshaft is oscillating. The aforementioned control unit, in the aforementioned manual transmission mode, can switch the aforementioned control mode between the aforementioned first control mode and the aforementioned second control mode. As in the control device of claim 1, the aforementioned control unit performs the aforementioned gear shifting control in response to the operation of the aforementioned operating device when the aforementioned first condition is met in the aforementioned manual gear shifting mode. As in the control device of claim 1, wherein, the aforementioned control unit, in the aforementioned manual transmission mode, satisfies the second or third condition in addition to the aforementioned first condition, and can perform the aforementioned transmission control without relying on the operation of the aforementioned operating device, wherein the aforementioned second and third conditions are at least one of the conditions relating to the walking state of the aforementioned human-powered vehicle and the walking environment of the aforementioned human-powered vehicle. As in the control device of claim 3, wherein, the condition of satisfying the aforementioned second condition is at least one of the following: the aforementioned human-powered vehicle's travel path changes from uphill to downhill; the aforementioned human-powered vehicle is traveling downhill; and the aforementioned human-powered vehicle's acceleration is greater than or equal to the first acceleration; if the aforementioned first condition and the aforementioned second condition are satisfied, the aforementioned control unit increases the aforementioned gear ratio in the aforementioned gear shift control. As in the control device of claim 3, wherein, the condition of satisfying the aforementioned third condition is at least one of the following: the path of the aforementioned human-powered vehicle changes from downhill to uphill; the speed of the aforementioned human-powered vehicle is less than or equal to the first speed; and the deceleration of the aforementioned human-powered vehicle is greater than or equal to the first deceleration. If the aforementioned first condition and the aforementioned third condition are satisfied, the aforementioned control unit reduces the aforementioned gear ratio in the aforementioned gear shift control. A control device is provided for a human-powered vehicle. The aforementioned human-powered vehicle includes: a crankshaft into which human power is input; a first rotating body connected to the crankshaft; a wheel; a second rotating body connected to the wheel; a transmitter engaged with the first and second rotating bodies and transmitting power between them; a chain lever for operating the transmitter to change the gear ratio of the wheel's rotational speed to the crankshaft's rotational speed; a motor for driving the transmitter; and an operating device operable by the rider of the aforementioned human-powered vehicle. The control unit is equipped with a gear shifting control unit that controls the motor to drive the transmission and controls the derailleur to operate the transmission and change the gear ratio. The control unit is configured to function as a gear shifting mode. The gear shifting mode includes: a manual shifting mode, in which the transmission is operated to change the gear ratio via the derailleur in response to operation of the operating device; and an automatic shifting mode, in which the transmission is operated to change the gear ratio via the derailleur regardless of operation of the operating device. The control mode of the control unit includes: a first control mode in which gear shifting control is performed in response to operation of the operating device when a first condition related to pedaling is met; and a second control mode in which gear shifting control can be performed without operation of the operating device when the first condition is met. The conditions that satisfy the first condition mentioned above are: at least one of the following: the aforementioned human-powered drive is less than or equal to the first drive force; the aforementioned crankshaft rotation speed is less than or equal to the first rotation speed; and the aforementioned crankshaft is oscillating. The aforementioned control unit, in the aforementioned manual transmission mode, can switch the aforementioned control mode between the aforementioned first control mode and the aforementioned second control mode. As in the control device of claim 6, wherein, the aforementioned human-powered vehicle further includes a control mode switching device, and the aforementioned control unit switches the aforementioned control mode between the aforementioned first control mode and the aforementioned second control mode in response to the operation of the aforementioned control mode switching device performed by the aforementioned rider. As in the control device of claim 7, wherein, the aforementioned human-powered vehicle further includes a gear shifting mode switching device, and the aforementioned control unit switches between the aforementioned manual gear shifting mode and the aforementioned automatic gear shifting mode in response to the operation of the aforementioned gear shifting mode switching device performed by the aforementioned rider. As in the control device of claim 7, the aforementioned control unit is capable of switching the aforementioned control mode between the aforementioned first control mode and the aforementioned second control mode in the aforementioned automatic transmission mode. As in the control device of request item 6 or 7, wherein, the aforementioned human-powered vehicle further includes an interface, and the aforementioned control unit controls the display of the aforementioned control mode via the aforementioned interface.