Human-powered vehicle control device

A human-powered vehicle control device includes an electronic controller that controls a motor. The motor assists in propulsion of a human-powered vehicle including a transmission configured to change, in steps, a first ratio of a rotational speed of a drive wheel to a rotational speed of a rotary body to which human drive force is input. The controller controls the motor in a first control state if the first ratio is changed by only one step during a predetermined period or a signal is received for changing the first ratio by one step during the predetermined period. The controller controls the motor in a second control state that differs from the first control state if the first ratio is changed by at least two steps during the predetermined period or a signal is received for changing the first ratio by at least two steps during the predetermined period.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to Japanese Patent Application No. 2018-066079, filed on Mar. 29, 2018. The entire disclosure of Japanese Patent Application No. 2018-066079 is hereby incorporated herein by reference.

BACKGROUND

Technical Field

The present invention generally relates to a human-powered vehicle control device.

Background Information

Japanese Laid-Open Patent Publication No. 2013-47085 discloses an example of a human-powered vehicle control device configured to control a transmission that changes a transmission ratio of a human-powered vehicle and a motor that assists in propulsion of the human-powered vehicle.

SUMMARY

One object of the present disclosure is to provide a human-powered vehicle control device configured to suitably control a motor that assists in propulsion of a human-powered vehicle.

A human-powered vehicle control device in accordance with a first aspect of the present disclosure comprises an electronic controller that controls a motor. In the human-powered vehicle control device, the motor assists in propulsion of a human-powered vehicle including a transmission configured to change, in steps, a first ratio of a rotational speed of a drive wheel to a rotational speed of a rotary body to which human drive force is input. The electronic controller is configured to control the motor in a first control state in at least one of a case in which the first ratio is changed by only one step during a predetermined period and a case in which a signal is received for changing the first ratio by one step during the predetermined period. The electronic controller is configured to control the motor in a second control state that differs from the first control state in at least one of a case in which the first ratio is changed by at least two steps during the predetermined period and a case in which a signal is received for changing the first ratio by at least two steps during the predetermined period.

In accordance with the human-powered vehicle control device of the first aspect, the motor is controlled in a suitable manner for a case in which the first ratio is changed by one step and a case in which the first ratio is continuously changed by at least two steps.

In accordance with a second aspect of the present disclosure, the human-powered vehicle control device according to the first aspect is configured so that the electronic controller is configured to control the motor in accordance with the human drive force input to the human-powered vehicle. The electronic controller is configured to control the motor so that a second ratio of an assist force produced by the motor to the human drive force in the second control state is larger than the second ratio in the first control state.

In accordance with the human-powered vehicle control device of the second aspect, the motor is controlled so that the second ratio in the second control state is larger than the second ratio in the first control state.

In accordance with a third aspect of the present disclosure, the human-powered vehicle control device according to the second aspect is configured so that the second ratio is increased as the steps of the first ratio changed during the predetermined period increase in number or as the steps of the first ratio changed by the signal received during the predetermined period increase in number.

In accordance with the human-powered vehicle control device of the third aspect, the second ratio in the second control state is increased as the number of steps of the changed first ratio increases.

In accordance with a fourth aspect of the present disclosure, the human-powered vehicle control device according to the first aspect is configured so that the electronic controller is configured to control the motor in accordance with the human drive force input to the human-powered vehicle. The electronic controller is configured to control the motor so that a second ratio of an assist force produced by the motor to the human drive force in the second control state is smaller than the second ratio in the first control state.

In accordance with the human-powered vehicle control device of the fourth aspect, the motor is controlled so that the second ratio in the second control state is smaller than the second ratio in the first control state.

In accordance with a fifth aspect of the present disclosure, the human-powered vehicle control device according to the fourth aspect is configured so that the second ratio is decreased as the steps of the first ratio changed during the predetermined period increase in number or as the steps of the first ratio changed by the signal received during the predetermined period increase in number.

In accordance with the human-powered vehicle control device of the fifth aspect, the second ratio in the second control state is decreased as the number of steps of the changed first ratio increases.

In accordance with a sixth aspect of the present disclosure, the human-powered vehicle control device according to any one of the first to fifth aspects is configured so that the electronic controller is configured to control the motor in accordance with the human drive force input to the human-powered vehicle. The electronic controller is configured to control the motor so that a maximum value of an output of the motor is larger in the second control state than in the first control state.

In accordance with the human-powered vehicle control device of the sixth aspect, the motor is controlled so that the maximum value of the output of the motor in the second control state is larger than the maximum value of the output of the motor in the first control state.

In accordance with a seventh aspect of the present disclosure, the human-powered vehicle control device according to the sixth aspect is configured so that the maximum value is increased as the steps of the first ratio changed during the predetermined period increase in number or as the steps of the first ratio changed by the signal received during the predetermined period increase in number.

In accordance with the human-powered vehicle control device of the seventh aspect, the maximum value of the output of the motor in the second control state is increased as the number of steps of the changed first ratio increases.

In accordance with an eighth aspect of the present disclosure, the human-powered vehicle control device according to any one of the first to fifth aspects is configured so that the electronic controller is configured to control the motor in accordance with the human drive force input to the human-powered vehicle. The electronic controller is configured to control the motor so that a maximum value of an output of the motor is smaller in the second control state than in the first control state.

In accordance with the human-powered vehicle control device of the eighth aspect, the motor is controlled so that the maximum value of the output of the motor in the second control state is smaller than the maximum value of the output of the motor in the first control state.

In accordance with a ninth aspect of the present disclosure, the human-powered vehicle control device according to the eighth aspect is configured so that the maximum value is decreased as the steps of the first ratio changed during the predetermined period increase in number or as the steps of the first ratio changed by the signal received during the predetermined period increase in number.

In accordance with the human-powered vehicle control device of the ninth aspect, the maximum value of the output of the motor in the second control state is decreased as the number of steps of the changed first ratio increases.

In accordance with a tenth aspect of the present disclosure, the human-powered vehicle control device according to any one of the first to ninth aspects is configured so that the electronic controller is configured to control the motor in accordance with the human drive force input to the human-powered vehicle. The electronic controller is configured to control the motor so that a first response speed of an output of the motor in a case in which the human drive force is increased in the second control state is higher than the first response speed in the first control state.

In accordance with the human-powered vehicle control device of the tenth aspect, the motor is controlled so that the first response speed in the second control state is higher than the first response speed in the first control state.

In accordance with an eleventh aspect of the present disclosure, the human-powered vehicle control device according to the tenth aspect is configured so that the first response speed is increased as the steps of the first ratio changed during the predetermined period increase in number or as the steps of the first ratio changed by the signal received during the predetermined period increase in number.

In accordance with the human-powered vehicle control device of the eleventh aspect, the first response speed in the second control state is increased as the number of steps of the changed first ratio increases.

In accordance with a twelfth aspect of the present disclosure, the human-powered vehicle control device according to any one of the first to eleventh aspects is configured so that the electronic controller is configured to control the motor in accordance with the human drive force input to the human-powered vehicle. The electronic controller is configured to control the motor so that a second response speed of an output of the motor in a case in which the human drive force is decreased in the second control state is higher than the second response speed in the first control state.

In accordance with the human-powered vehicle control device of the twelfth aspect, the motor is controlled so that the second response speed in the second control state is higher than the second response speed in the first control state.

In accordance with a thirteenth aspect of the present disclosure, the human-powered vehicle control device according to the twelfth aspect is configured so that the second response speed is increased as the steps of the first ratio changed during the predetermined period increase in number or as the steps of the first ratio changed by the signal received during the predetermined period increase in number.

In accordance with the human-powered vehicle control device of the thirteenth aspect, the first response speed in the second control state is increased as the number of steps of the changed first ratio increases.

In accordance with a fourteenth aspect of the present disclosure, the human-powered vehicle control device according to any one of the first to thirteenth aspects is configured so that the electronic controller is configured to control the motor in the first control state in at least one of a case in which the first ratio is decreased and changed by only one step during the predetermined period and a case in which a signal is received for decreasing and changing the first ratio by one step during the predetermined period. The electronic controller is configured to control the motor in the second control state in at least one of a case in which the first ratio is decreased and changed by at least two steps during the predetermined period and a case in which a signal is received for decreasing and changing the first ratio by at least two steps during the predetermined period.

In accordance with the human-powered vehicle control device of the fourteenth aspect, the motor is controlled in a suitable manner for a case in which the first ratio is decreased and changed by one step and a case in which the first ratio is continuously decreased and changed by at least two steps.

In accordance with a fifteenth aspect of the present disclosure, the human-powered vehicle control device according to any one of the first to fourth aspects is configured so that the electronic controller is configured to control the motor in the first control state in at least one of a case in which the first ratio is increased and changed by only one step during the predetermined period and a case in which a signal is received for increasing and changing the first ratio by one step during the predetermined period. The electronic controller is configured to control the motor in the second control state in at least one of a case in which the first ratio is increased and changed by at least two steps during the predetermined period and a case in which a signal is received for increasing and changing the first ratio by at least two steps during the predetermined period.

In accordance with the human-powered vehicle control device of the fifteenth aspect, the motor is controlled in a suitable manner for a case in which the first ratio is changed by one step and a case in which the first ratio is continuously increased and changed by at least two steps.

A human-powered vehicle control device in accordance with a sixteenth aspect of the present disclosure comprises an electronic controller that controls a motor. In the human-powered vehicle control device, the motor assists in propulsion of a human-powered vehicle including a transmission configured to change, in steps, a first ratio of a rotational speed of a drive wheel to a rotational speed of a rotary body to which human drive force is input. The electronic controller is configured to change a control state of the motor from a third control state to a fourth control state that differs from the third control state in at least one of a case in which the first ratio is changed by the transmission and a case in which a signal is received for changing the first ratio. The electronic controller is configured to change the control state of the motor from the fourth control state to a fifth control state that differs from the fourth control state in accordance with a value related to at least one of a speed of the human-powered vehicle, the human drive force, an inclination angle of the human-powered vehicle, and a state of a rider of the human-powered vehicle.

In accordance with the human-powered vehicle control device of the sixteenth aspect, after the control state of the motor is changed from the third control state to the fourth control state, the control state is changed from the fourth control state to the fifth control state in accordance with the value related to at least one of the speed of the human-powered vehicle, the human drive force, the inclination angle of the human-powered vehicle, and the state of the rider of the human-powered vehicle. Therefore, after the control state of the motor is changed from the third control state to the fourth control state, the control state of the motor is automatically changed in accordance with the state of the human-powered vehicle.

In accordance with a seventeenth aspect of the present disclosure, the human-powered vehicle control device according to the sixteenth aspect is configured so that the electronic controller is configured to control the motor in accordance with the human drive force input to the human-powered vehicle. The electronic controller is configured to control the motor so that a second ratio of an assist force produced by the motor to the human drive force in the fourth control state is larger than the second ratio in the third control state.

In accordance with the human-powered vehicle control device of the seventeenth aspect, the motor is controlled so that the second ratio in the fourth control state is larger than the second ratio in the third control state.

In accordance with an eighteenth aspect of the present disclosure, in the human-powered vehicle control device according to the seventeenth aspect, the transmission is configured to change the first ratio in steps, and the second ratio is increased as the steps of the first ratio changed during the predetermined period increase in number or as the steps of the first ratio changed by the signal received during the predetermined period increase in number.

In accordance with the human-powered vehicle control device of the eighteenth aspect, the second ratio in the fourth control state is increased as the number of steps of the changed first ratio increases.

In accordance with a nineteenth aspect of the present disclosure, the human-powered vehicle control device according to the seventeenth aspect is configured so that the second ratio is increased as a change amount of the first ratio changed during the predetermined period increases or as a change amount of the first ratio changed by the signal received during the predetermined period increases.

In accordance with the human-powered vehicle control device of the nineteenth aspect, the second ratio in the fourth control state is increased as the change amount of the changed first ratio increases.

In accordance with a twentieth aspect of the present disclosure, the human-powered vehicle control device according to the sixteenth aspect is configured so that the electronic controller is configured to control the motor in accordance with the human drive force input to the human-powered vehicle. The electronic controller is configured to control the motor so that a second ratio of an assist force produced by the motor to the human drive force in the fourth control state is smaller than the second ratio in the third control state.

In accordance with the human-powered vehicle control device of the twentieth aspect, the motor is controlled so that the second ratio in the fourth control state is smaller than the second ratio in the third control state.

In accordance with a twenty-first aspect of the present disclosure, in the human-powered vehicle control device according to the twentieth aspect, the transmission is configured to change the first ratio in steps, and the second ratio is decreased as the steps of the first ratio changed during the predetermined period increase in number or as the steps of the first ratio changed by the signal received during the predetermined period increase in number.

In accordance with the human-powered vehicle control device of the twenty-first aspect, the second ratio in the fourth control state is decreased as the number of steps of the changed first ratio increases.

In accordance with a twenty-second aspect of the present disclosure, the human-powered vehicle control device according to the twentieth aspect is configured so that the second ratio is decreased as a change amount of the first ratio changed during the predetermined period increases or as a change amount of the first ratio changed by the signal received during the predetermined period increases.

In accordance with the human-powered vehicle control device of the twenty-second aspect, the second ratio in the fourth control state is decreased as the change amount of the changed first ratio increases.

In accordance with a twenty-third aspect of the present disclosure, the human-powered vehicle control device according to any one of the sixteenth to nineteenth aspects is configured so that the electronic controller is configured to control the motor in accordance with the human drive force input to the human-powered vehicle. The electronic controller is configured to control the motor so that a maximum value of an output of the motor is larger in the fourth control state than in the third control state.

In accordance with the human-powered vehicle control device of the twenty-third aspect, the motor is controlled so that the maximum value of the output of the motor in the fourth control state is larger than the maximum value of the output of the motor in the third control state.

In accordance with a twenty-fourth aspect of the present disclosure, in the human-powered vehicle control device according to the twenty-third aspect, the transmission is configured to change the first ratio in steps, and the maximum value is increased as the steps of the first ratio changed during the predetermined period increase in number or as the steps of the first ratio changed by the signal received during the predetermined period increase in number.

In accordance with the human-powered vehicle control device of the twenty-fourth aspect, the maximum value of the output of the motor in the fourth control state is increased as the number of steps of the changed first ratio increases.

In accordance with a twenty-fifth aspect of the present disclosure, the human-powered vehicle control device according to the twenty-third aspect is configured so that the maximum value is increased as a change amount of the first ratio changed during the predetermined period increases or as a change amount of the first ratio changed by the signal received during the predetermined period increases.

In accordance with the human-powered vehicle control device of the twenty-fifth aspect, the maximum value of the output of the motor in the fourth control state is increased as the change amount of the changed first ratio increases.

In accordance with a twenty-sixth aspect of the present disclosure, the human-powered vehicle control device according to any one of the sixteenth and twentieth to twenty-second aspects is configured so that the electronic controller is configured to control the motor in accordance with the human drive force input to the human-powered vehicle. The electronic controller is configured to control the motor so that a maximum value of an output of the motor is smaller in the fourth control state than in the third control state.

In accordance with the human-powered vehicle control device of the twenty-sixth aspect, the motor is controlled so that the maximum value of the output of the motor in the fourth control state is smaller than the maximum value of the output of the motor in the third control state.

In accordance with a twenty-seventh aspect of the present disclosure, in the human-powered vehicle control device according to the twenty-sixth aspect, the transmission is configured to change the first ratio in steps, and the maximum value is decreased as the steps of the first ratio changed during the predetermined period increase in number or as the steps of the first ratio changed by the signal received during the predetermined period increase in number.

In accordance with the human-powered vehicle control device of the twenty-seventh aspect, the maximum value of the output of the motor in the fourth control state is decreased as the number of steps of the changed first ratio increases.

In accordance with a twenty-eighth aspect of the present disclosure, the human-powered vehicle control device according to the twenty-sixth aspect is configured so that the maximum value is decreased as a change amount of the first ratio changed during the predetermined period increases or as a change amount of the first ratio changed by the signal received during the predetermined period increases.

In accordance with the human-powered vehicle control device of the twenty-eighth aspect, the maximum value of the output of the motor in the fourth control state is decreased as the change amount of the changed first ratio increases.

In accordance with a twenty-ninth aspect of the present disclosure, the human-powered vehicle control device according to any one of the sixteenth to twenty-eighth aspects is configured so that the electronic controller is configured to control the motor in accordance with the human drive force input to the human-powered vehicle. The electronic controller is configured to control the motor so that a first response speed of an output of the motor in a case in which the human drive force increases in the fourth control state is higher than the first response speed in the third control state.

In accordance with the human-powered vehicle control device of the twenty-ninth aspect, the motor is controlled so that the first response speed in the fourth control state is higher than the first response speed in the first control state.

In accordance with a thirtieth aspect of the present disclosure, in the human-powered vehicle control device according to the twenty-ninth aspect, the transmission is configured to change the first ratio in steps, and the first response speed is increased as the steps of the first ratio changed during the predetermined period increase in number or as the steps of the first ratio changed by the signal received during the predetermined period increase in number.

In accordance with the human-powered vehicle control device of the thirtieth aspect, the first response speed in the fourth control state increases as the number of steps of the changed first ratio increases.

In accordance with a thirty-first aspect of the present disclosure, the human-powered vehicle control device according to the twenty-ninth aspect is configured so that the first response speed is increased as a change amount of the first ratio changed during the predetermined period increases or as a change amount of the first ratio changed by the signal received during the predetermined period increases.

In accordance with the human-powered vehicle control device of the thirty-first aspect, the first response speed in the fourth control state is increased as the change amount of the changed first ratio increases.

In accordance with a thirty-second aspect of the present disclosure, the human-powered vehicle control device according to any one of the sixteenth to thirty-first aspects is configured so that the electronic controller is configured to control the motor in accordance with the human drive force input to the human-powered vehicle. The electronic controller is configured to control the motor so that a second response speed of an output of the motor in a case in which the human drive force decreases in the fourth control state is higher than the second response speed in the third control state.

In accordance with the human-powered vehicle control device of the thirty-second aspect, the motor is controlled so that the second response speed in the fourth control state is higher than the first response speed in the second control state.

In accordance with a thirty-third aspect of the present disclosure, in the human-powered vehicle control device according to the thirty-second aspect, the transmission is configured to change the first ratio in steps, and the second response speed is increased as the steps of the first ratio changed during the predetermined period increase in number or as the steps of the first ratio changed by the signal received during the predetermined period increase in number.

In accordance with the human-powered vehicle control device of the thirty-third aspect, the second response speed in the fourth control state is increased as the number of steps of the changed first ratio increases.

In accordance with a thirty-fourth aspect of the present disclosure, the human-powered vehicle control device according to the thirty-second aspect is configured so that the second response speed is increased as a change amount of the first ratio changed during the predetermined period increases or as a change amount of the first ratio changed by the signal received during the predetermined period increases.

In accordance with the human-powered vehicle control device of the thirty-fourth aspect, the second response speed in the fourth control state is increased as the change amount of the changed first ratio increases.

In accordance with a thirty-fifth aspect of the present disclosure, the human-powered vehicle control device according to any one of the sixteenth to thirty-fourth aspects is configured so that the fourth control state includes a first control state and a second control state that differs from the first control state, the electronic controller is configured to control the motor in the first control state in at least one of a case in which the first ratio is decreased and changed by only one step during the predetermined period and a case in which a signal is received for decreasing and changing the first ratio by one step during the predetermined period. The electronic controller is configured to control the motor in the second control state in at least one of a case in which the first ratio is decreased and changed by at least two steps during the predetermined period and a case in which a signal is received for decreasing and changing the first ratio by at least two steps during the predetermined period.

In accordance with the human-powered vehicle control device of the thirty-fifth aspect, the motor is controlled in a suitable manner for a case in which the first ratio is changed by one step and a case in which the first ratio is continuously changed by at least two steps.

In accordance with a thirty-sixth aspect of the present disclosure, the human-powered vehicle control device according to any one of the sixteenth to thirty-fourth aspects is configured so that the fourth control state includes a first control state and a second control state that differs from the first control state, the electronic controller is configured to control the motor in the first control state in at least one of a case in which the first ratio is increased and changed by only one step during the predetermined period and a case in which a signal is received for increasing and changing the first ratio by one step during the predetermined period. The electronic controller is configured to control the motor in the second control state in at least one of a case in which the first ratio is increased and changed by at least two steps during the predetermined period and a case in which a signal is received for increasing and changing the first ratio by at least two steps during the predetermined period.

In accordance with the human-powered vehicle control device of the thirty-sixth aspect, the motor is controlled in a suitable manner for a case in which the first ratio is changed by one step and a case in which the first ratio is continuously increased and changed by at least two steps.

In accordance with a thirty-seventh aspect of the present disclosure, the human-powered vehicle control device according to any one of the sixteenth to thirty-fifth aspects is configured so that the electronic controller is configured to change the control state of the motor from the fourth control state to the fifth control state in a case in which an increased amount of a value related to a vehicle speed becomes greater than or equal to a predetermined first value in the fourth control state or in a case in which a value related to the vehicle speed becomes greater than or equal to a predetermined second value in the fourth control state.

In accordance with the human-powered vehicle control device of the thirty-seventh aspect, the control state of the motor is changed from the fourth control state to the fifth control state in a case in which the increased amount of the value related to the vehicle speed is greater than or equal to the predetermined first value or in accordance with an increase in vehicle speed.

In accordance with a thirty-eighth aspect of the present disclosure, the human-powered vehicle control device according to any one of the sixteenth to thirty-seventh aspects is configured so that the electronic controller is configured to change the control state of the motor from the fourth control state to the fifth control state in a case in which a decreased amount of a value related to the human drive force becomes greater than or equal to a predetermined third value in the fourth control state or in a case in which a value related to the human drive force becomes less than or equal to a predetermined fourth value in the fourth control state.

In accordance with the human-powered vehicle control device of the thirty-eighth aspect, the control state of the motor is changed from the fourth control state to the fifth control state in accordance with a decrease in the human drive force.

In accordance with a thirty-ninth aspect of the present disclosure, the human-powered vehicle control device according to any one of the sixteenth to thirty-eighth aspects is configured so that the electronic controller is configured to change the control state of the motor from the fourth control state to the fifth control state in a case in which a decreased amount of a value related to an inclination angle of the human-powered vehicle becomes greater than or equal to a predetermined fifth value in the fourth control state or in a case in which a value related to an inclination angle of the human-powered vehicle becomes less than or equal to a predetermined sixth value in the fourth control state.

In accordance with the human-powered vehicle control device of the thirty-ninth aspect, the control state of the motor can be changed from the fourth control state to the fifth control state in accordance with a decrease in the inclination angle.

In accordance with a fortieth aspect of the present disclosure, the human-powered vehicle control device according to any one of the sixteenth to thirty-ninth aspects is configured so that a state of a rider of the human-powered vehicle includes a heart rate of the rider. The electronic controller is configured to change the control state of the motor from the fourth control state to the fifth control state in a case in which a decreased amount of a value related to the heart rate becomes greater than or equal to a predetermined seventh value in the fourth control state or in a case in which a value related to the heart rate of the rider becomes less than or equal to a predetermined eighth value in the fourth control state.

In accordance with the human-powered vehicle control device of the fortieth aspect, the control state of the motor is changed from the fourth control state to the fifth control state in accordance with a decrease in the heart rate.

In accordance with a forty-first aspect of the present disclosure, the human-powered vehicle control device according to any one of the sixteenth to fortieth aspects is configured so that the fifth control state includes the third control state.

In accordance with the human-powered vehicle control device of the forty-first aspect, after the control state of the motor is changed from the third control state to the fourth control state, the control state is changed from the fourth control state to the third control state in accordance with the value related to at least one of the speed of the human-powered vehicle, the human drive force, the inclination angle of the human-powered vehicle, and the state of the rider of the human-powered vehicle.

A human-powered vehicle control device in accordance with a forty-second aspect of the present disclosure comprises an electronic controller that is configured to control a motor. In the human-powered vehicle control device, the motor assists in propulsion of a human-powered vehicle including a transmission configured to change a first ratio of a rotational speed of a drive wheel to a rotational speed of a rotary body to which human drive force is input. The electronic controller is configured to control the motor in a first control state in at least one of a case in which the first ratio is changed so that a change amount of the first ratio in a predetermined period becomes less than or equal to a first change amount and a case in which a signal is received for changing the first ratio so that a change amount of the first ratio in the predetermined period becomes less than or equal to the first change amount. The electronic controller is configured to control the motor in a second control state that differs from the first control state in at least one of a case in which the first ratio is changed so that a change amount of the first ratio in the predetermined period exceeds the first change amount and a case in which a signal is received for changing the first ratio so that a change amount of the first ratio in the predetermined period exceeds the first change amount.

In accordance with the human-powered vehicle control device of the forty-second aspect, the motor is controlled in a suitable manner for a case in which the change amount of the first ratio in the predetermined period is less than or equal to the first change amount and a case in which the change amount of the first ratio in the predetermined period exceeds the first change amount.

In accordance with a forty-third of the present disclosure, the human-powered vehicle control device according to any one of the first to forty-second aspects further comprises a first detector that outputs a signal corresponding to an operation of an operation unit used to operate the transmission, and is configured so that the electronic controller is configured to change a control state of the motor in accordance with the output of the first detector.

In accordance with the human-powered vehicle control device of the forty-third aspect, the operation of the transmission is suitably detected by the first detector.

In accordance with a forty-fourth aspect of the present disclosure, the human-powered vehicle control device according to any one of the first to forty-third aspects further comprises a second detector that outputs a signal corresponding to a state of the transmission, and is configured so that the electronic controller is configured to change a control state of the motor in accordance with the output of the second detector.

In accordance with the human-powered vehicle control device of the forty-fourth aspect, the state of the transmission is suitably detected by the second detector.

In accordance with a forty-fifth aspect of the present disclosure, in the human-powered vehicle control device according to any one of the first to forty-fourth aspects, the transmission is configured to be driven by an electric actuator. The electronic controller is configured to control the electric actuator.

In accordance with the human-powered vehicle control device of the forty-fifth aspect, the transmission is operated by the electric actuator.

The human-powered vehicle control device in accordance with the present disclosure sets a suitable traveling state for a human-powered vehicle.

DETAILED DESCRIPTION OF EMBODIMENTS

A human-powered vehicle control device40in accordance with one embodiment will now be described with reference toFIGS. 1 to 11. Hereinafter, the human-powered vehicle control device40will simply be referred to as the control device40. The control device40is provided in the human-powered vehicle10. The human-powered vehicle10is a vehicle that can be driven by at least human drive force. The human-powered vehicle10includes, for example, a bicycle. The human-powered vehicle10also includes, for example, a unicycle and a vehicle having three or more wheels, and the number of wheels is not limited. The human-powered vehicle10includes various types of bicycles such as a mountain bike, a road bike, a city bike, a cargo bike, a recumbent bike, and, and an electric assist bicycle (E-bike). The human-powered vehicle10described hereafter is a bicycle.

As shown inFIG. 1, the human-powered vehicle10includes a crank12and a drive wheel14. The human-powered vehicle10further includes a frame16. A human drive force H is input to the crank12. The crank12includes a crankshaft12A rotatable relative to the frame16and a crank arm12B provided on each of the opposite axial ends of the crankshaft12A. A pedal18is connected to each of the crank arms12B. The drive wheel14is driven by the rotation of the crank12. The drive wheel14is supported by the frame16. The crank12and the drive wheel14are connected by a drive mechanism20. The drive mechanism20includes a first rotary body22coupled to the crankshaft12A. The crankshaft12A and the first rotary body22can be coupled by a first one-way clutch. The first one-way clutch is configured to rotate the first rotary body22forward in a case in which the crank12rotates forward and not rotate the first rotary body22backward in a case in which the crank12rotates backward. The first rotary body22includes a sprocket, a pulley, or a bevel gear. The drive mechanism20further includes a second rotary body24and a linking member26. The linking member26transmits the rotational force of the first rotary body22to the second rotary body24. The linking member26includes, for example, a chain, a belt, or a shaft.

The second rotary body24is connected to the drive wheel14. The second rotary body24includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotary body24and the drive wheel14. The second one-way clutch is configured to rotate the drive wheel14forward in a case in which the second rotary body24rotates forward and not rotate the drive wheel14backward in a case in which the second rotary body24rotates backward.

The human-powered vehicle10includes a front wheel and a rear wheel. The front wheel is attached to the frame16by a front fork16A. A handlebar16C is connected to the front fork16A by a stem16B. In the following embodiment, the rear wheel will be referred to as the drive wheel14. However, the front wheel can be the drive wheel14.

The human-powered vehicle10further includes a battery28. The battery28includes one or more battery cells. The battery cell includes a rechargeable battery. The battery28is provided on the human-powered vehicle10and supplies power to other electric components such as a motor30and the control device40, which are electrically connected to the battery28by wires. The battery28is connected to an electronic controller42of the control device40. Hereinafter, the electronic controller42will simply be referred to as the controller42. The battery28communicates with the controller42through wired or wireless connection. The battery28is configured to communicate with the controller42though, for example, power line communication (PLC). The battery28can be attached to the outside of the frame16or at least partially accommodated in the frame16.

The human-powered vehicle10further includes a motor30and a drive circuit32for the motor30. The motor30and the drive circuit32are preferably provided in the same housing30A. The drive circuit32controls power supplied from the battery28to the motor30. The drive circuit32is connected to the controller42to communicate with the controller42through wired or wireless connection. The drive circuit32is configured to communicate with the controller42, for example, through serial communication. The drive circuit32drives the motor30in accordance with a control signal from the controller42. The motor30is a propulsion assist motor that assists in propulsion of the human-powered vehicle10. The motor30includes an electric motor. The motor30is provided in a power transmission path of the human drive force H extending from the pedals18to the rear wheel or provided to transmit rotation to the front wheel. The motor30is provided on the frame16, the rear wheel, or the front wheel of the human-powered vehicle10. In one example, the motor30is coupled to a power transmission path extending from the crankshaft12A to the first rotary body22. A one-way clutch is preferably provided on the power transmission path between the motor30and the crankshaft12A so that the motor30does is not rotated by the rotational force of the crank12in a case in which the crankshaft12A is rotated in the direction in which the human-powered vehicle10moves forward. The housing30A on which the motor30and the drive circuit32are provided can be provided with components other than the motor30and the drive circuit32, for example, a reduction gear that reduces the speed of the rotation of the motor30and outputs the rotation.

The human-powered vehicle10includes a transmission34. In the present embodiment, the transmission34is configured to change, in steps, a first ratio R of a rotational speed of the drive wheel14to a rotational speed of a rotary body to which human drive force H is input. The rotary body to which the human drive force H is input includes the crank12. The transmission34is configured to be driven by an electric actuator36. The controller42controls the electric actuator36. The transmission34, together with the electric actuator36forms a transmission device. The electric actuator36includes an electric motor. The transmission34is used to change the first ratio R of the rotational speed of the drive wheel14to the rotational speed N of the crank12. In the present embodiment, the transmission34is configured to change the first ratio R in steps. The electric actuator36causes the transmission34to perform a shift operation. The transmission34is controlled by the controller42. The electric actuator36is connected to the controller42to communicate with the controller42through wired or wireless connection. The electric actuator36is configured to communicate with the controller42, for example, by power line communication (PLC). The electric actuator36shifts the transmission ratio with the transmission34in accordance with a control signal from the controller42. The transmission34includes at least one of an internal transmission device and an external transmission device (derailleur).

The control device40includes the controller42. The terms “controller” and “electronic controller” as used herein refer to hardware that executes a software program and does not include a human. The controller42includes at least one processor that performs a predetermined control program. The processor is, for example, a central processing unit (CPU) or a micro-processing unit (MPU). The controller42can include one or more microcomputers with one or more processors. The controller42can include a plurality of processors located at separate positions. The control device40further includes a storage (memory device)44. The storage44stores various control programs and information used for various control processes. The storage44includes any computer storage device or any non-transitory computer-readable medium with the sole exception of a transitory, propagating signal. For example, the storage44includes a nonvolatile memory and a volatile memory. The controller42and the storage44are, for example, provided on the housing30A on which the motor30is provided.

The control device40further includes a crank rotation sensor46, a vehicle speed sensor48, and a torque sensor50.

The crank rotation sensor46is used to detect the rotational speed N of the crank12of the human-powered vehicle10. The crank rotation sensor46is attached to, for example, the frame16of the human-powered vehicle10or the housing30A on which the motor30is provided. The crank rotation sensor46includes a magnetic sensor that outputs a signal corresponding to the intensity of a magnetic field. An annular magnet, of which the magnetic field intensity changes in the circumferential direction, is provided on the crankshaft12A or the power transmission path between the crankshaft12A and the first rotary body22. The crank rotation sensor46can be any sensor that can produce a signal that is indicative of the rotational speed N of the crank12. The crank rotation sensor46is connected to the controller42to communicate with the controller42through wired or wireless connection. The crank rotation sensor46outputs a signal corresponding to the rotational speed N of the crank12to the controller42. The crank rotation sensor46can be provided on a member that rotates integrally with the crankshaft12A in the power transmission path of the human drive force H from the crankshaft12A to the first rotary body22. For example, the crank rotation sensor46can be provided on the first rotary body22in a case in which the first one-way clutch is not provided between the crankshaft12A and the first rotary body22. The crank rotation sensor46can be used to detect a vehicle speed V of the human-powered vehicle10. In this case, the controller42calculates the rotational speed of the drive wheel14in accordance with the rotational speed N of the crank12detected by the crank rotation sensor46and the first ratio R to obtain the vehicle speed V of the human-powered vehicle10. Information related to the first ratio R is stored in advance in the storage44.

In a case in which the transmission34for changing the first ratio R is provided on the human-powered vehicle10, the controller42can calculate the first ratio R in accordance with the vehicle speed V of the human-powered vehicle10and the rotational speed N of the crank12. In this case, information related to the circumferential length of the drive wheel14, the diameter of the drive wheel14, or the radius of the drive wheel14is stored in advance in the storage44. In a case in which the rotational speed of the drive wheel14is detected by the crank rotation sensor46and the human-powered vehicle10includes the transmission34, the crank rotation sensor46preferably includes a shift sensor for detecting the first ratio R. The shift sensor detects the current shift stage of the transmission34. The relationship between the shift stage and the first ratio R is stored in advance in the storage44. The controller42thus obtains the current first ratio R from the detection result of the shift sensor. The controller42can calculate the rotational speed N of the crank12by dividing the rotational speed of the drive wheel14by the first ratio R. In this case, the vehicle speed sensor48can be used as the crank rotation sensor46.

The vehicle speed sensor48is used to detect the rotational speed of the wheel. The vehicle speed sensor48is electrically connected to the controller42in a wired or wireless manner. The vehicle speed sensor48is connected to the controller42to communicate with the controller42through wired or wireless connection. The vehicle speed sensor48outputs a signal corresponding to the rotational speed of the wheel to the controller42. The vehicle speed sensor48can be any sensor that can produce a signal that is indicative of the rotational speed of the wheel. The controller42calculates the vehicle speed V of the human-powered vehicle10based on the rotational speed of the wheel. The controller42stops the motor30in a case in which the vehicle speed V becomes higher than or equal to a predetermined value. The predetermined value is, for example, 25 kilometers per hour or 45 kilometers per hour. The vehicle speed sensor preferably includes a magnetic reed forming a reed switch or a Hall element. The vehicle speed sensor can be mounted on a chain stay of the frame16to detect a magnet attached to the rear wheel or can be provided on the front fork16A to detect a magnet attached to the front wheel. Thus, in the case of a reed switch or a Hall element, the vehicle speed sensor48indirectly detects the rotational speed of the wheel by detecting a magnet attached to the wheel. Alternatively, the vehicle speed sensor48can directly detect the rotational speed of the wheel by using a speedometer gear assembly that is directly rotated by the wheel. In another example, the vehicle speed sensor48includes a GPS receiver. The controller42can detect the vehicle speed V of the human-powered vehicle10in accordance with the GPS information acquired by the GPS receiver, map information recorded in advance in the storage44, and the time. The controller42preferably includes a time measuring circuit for measuring time.

The torque sensor50is used to detect torque TH of the human drive force H. The torque sensor50is provided, for example, on the housing on which the motor30is provided. The torque sensor50detects the torque TH of the human drive force H input to the crank12. For example, in a case in which the first one-way clutch is provided in the power transmission path, the torque sensor50is provided at the upstream side of the first one-way clutch. The torque sensor50includes a strain sensor, a magnetostrictive sensor, or the like. The strain sensor includes a strain gauge. In a case in which the torque sensor50includes a strain sensor, the strain sensor is preferably provided on an outer circumferential portion of the rotary body included in the power transmission path. The torque sensor50can be any sensor that can produce a signal that is indicative of the human drive force H inputted to the crank12. The torque sensor50can include a wireless or wired communicator. The communicator of the torque sensor50is configured to communicate with the controller42.

Preferably, the control device40further includes a first detector52that outputs a signal corresponding to the operation of an operation unit38, which is configured to operate the transmission34. The term “detector” as used herein refers to a hardware device or instrument designed to detect the presence of a particular object or substance and to emit a signal in response. The term “detector” as used herein do not include a human. The controller42changes the control state of the motor30in accordance with the output of the first detector52. The operation unit38is operated to change the operational state of the transmission34. The operation unit38is connected to the controller42to communicate with the controller42through wired or wireless connection. The operation unit38is configured to communicate with the controller42though, for example, power line communication (PLC). The operation unit38includes, for example, an operation member, the first detector52that detects the movement of the operation member, and an electric circuit that communicates with the controller42in accordance with an output signal of the first detector52. In a case in which the operation member is operated by a user, the first detector52transmits the output signal to the controller42. The operation member and the first detector52that detects movement of the operation member can be configured by a push switch, a lever type switch, or a touch panel. The operation unit38is provided, for example, on the handlebar16C.

Preferably, the control device40further includes a second detector54that outputs a signal corresponding to the state of the transmission34. The controller42changes the control state of the motor30in accordance with the output of the second detector54. The second detector54detects the current shift stage of the transmission34. The relationship between the shift stage and the first ratio R is stored in advance in the storage44. Thus, the controller42can obtain the current first ratio R from the detection result of the second detector54. In a case in which the crank rotation sensor46includes a shift sensor, the second detector54is configured in the same manner as the shift sensor of the crank rotation sensor46. The shift sensor of the crank rotation sensor46can be used as the second detector54. However, the second detector54can be separate from the shift sensor of the crank rotation sensor46.

Preferably, the control device40further includes a third detector56that detects a value related to at least one of the vehicle speed V of the human-powered vehicle10, the human drive force H, the inclination angle G of the human-powered vehicle, and the state of the rider of the human-powered vehicle10. The controller42changes the control state of the motor30in accordance with the output of the third detector56.

The third detector56includes at least one of a first sensor58, a second sensor60, a third sensor62, and a fourth sensor64.

The first sensor58is used to detect the vehicle speed V of the human-powered vehicle10. The first sensor58is configured in the same manner as the vehicle speed sensor48. The vehicle speed sensor48can be used as the first sensor58, but the first sensor58can be configured separately from the vehicle speed sensor48.

The second sensor60is used to detect the human drive force H. The human drive force H detected by the second sensor60includes the torque TH or the power WH of the human drive force H. In a case in which the torque TH of the human drive force H is detected using the second sensor60, the second sensor60is configured in the same manner as the torque sensor50. The torque sensor50can be used as the second sensor60. However, the second sensor60can be separate from the torque sensor50. In a case in which the power WH of the human drive force H is detected using the second sensor60, the second sensor60is configured in the same manner as the torque sensor50and the crank rotation sensor46. The torque sensor50and the crank rotation sensor46can be used as the second sensor60. However, the second sensor60can be separate from the torque sensor50and the crank rotation sensor46.

The third sensor62is used to detect the tilt of the human-powered vehicle10. An inclination angle G of the road surface on which the human-powered vehicle10travels can be detected by the third sensor62. The inclination angle G of the road surface on which the human-powered vehicle10travels can be detected by the inclination angle in the traveling direction of the human-powered vehicle10. The inclination angle G of the road surface on which the human-powered vehicle10travels corresponds to the inclination angle of the human-powered vehicle10. In one example, the third sensor62includes an inclination sensor. An example of an inclination sensor is a gyro sensor or an acceleration sensor. In another example, the third sensor62includes a global positioning system (GPS) receiver. The third sensor62can be any sensor or device that can produce a signal that is indicative of the inclination angle G of the road surface on which the human-powered vehicle10travels. The controller42can calculate the inclination angle G of the road surface on which the human-powered vehicle10travels from the GPS information obtained by the GPS receiver and the road surface gradient included in the map information, which is recorded in advance in the storage44.

The fourth sensor64is used to detect the state of the rider of the human-powered vehicle10. The fourth sensor64includes, for example, a heart rate sensor. The heart rate sensor detects the heart rate of the rider. The heart rate sensor is configured to be attachable to, for example, the body of the rider. The fourth sensor64can be any sensor or device that can produce a signal that is indicative of the heart rate of the rider. The heart rate sensor can include a wireless or wired communicator. The communicator of the fourth sensor64is configured to communicate with the controller42. The communicator of the fourth sensor64can be configured to communicate with, for example, a cycle computer, and the information detected by the fourth sensor64can be transmitted from the cycle computer to the controller42.

For example, the controller42controls the motor30so that the assist force produced by the motor30to the human drive force H becomes equal to a predetermined ratio. For example, the controller42can control the motor30so that the power WM (watt) of the motor30to the power WH (watt) of the human drive force H becomes equal to a predetermined ratio. The controller42controls the motor30in a plurality of control modes having different second ratios A of the output of the motor30to the human drive force H. A ratio AW of the power WM of the output of the motor30to the power WH of the human drive force H of the human-powered vehicle10can be referred to as the second ratio A. The power WH of the human drive force H is calculated by multiplying the human drive force H and the rotational speed N of the crank12. The controller42can control the motor30so that the output torque TM of the assist force produced by the motor30to the torque TH of the human drive force H of the human-powered vehicle10becomes equal to a predetermined ratio. A torque ratio AT of the output torque TM of the motor30to the torque TH of the human drive force H of the human-powered vehicle10can be referred to as the second ratio A. In a case in which the output of the motor30is input to the power transmission path of the human drive force H via the reduction gear, the output of the reduction gear is referred to as the output of the motor30. The controller42outputs a control command to the drive circuit32of the motor30in accordance with the power WH or the torque TH of the human drive force H. The control command includes, for example, a torque command value.

The controller42controls the motor30so that the output of the motor30becomes less than or equal to a predetermined value. The output of the motor30includes the output torque TM of the motor30. The controller42can control the motor30so that the ratio AW becomes less than or equal to a predetermined value AW1. In one example, the predetermined value AW1 is 500 watts. In another example, the predetermined value AW1 is 300 watts. The controller42can control the motor30so that the torque ratio AT becomes less than or equal to the predetermined torque ratio AT1. In one example, the predetermined torque ratio AT1 is 300%.

The controller42controls the motor30that assists in the propulsion of the human-powered vehicle10including the transmission34. The controller42controls the motor30in the first control state in at least one of a case in which the first ratio R is changed by only one step during a predetermined period and a case in which a signal is received for changing the first ratio R by one step during the predetermined period. The controller42controls the motor30in the second control state that differs from the first control state in at least one of a case in which the first ratio R is changed by two or more steps during the predetermined period and a case in which a signal is received for changing the first ratio R by two or more steps during the predetermined period.

Preferably, the controller42controls the motor30in the first control state in at least one of a case in which the first ratio R is decreased and changed by only one step during the predetermined period and a case in which a signal is received for decreasing and changing the first ratio R by one step during the predetermined period. The controller42controls the motor30in the second control state in at least one of a case in which the first ratio R is decreased and changed by two or more steps during the predetermined period and a case in which a signal is received for decreasing and changing the first ratio R by two or more steps during the predetermined period. Preferably, the controller42controls the motor30in the first control state in at least one of a case in which the first ratio R is increased and changed by only one step during the predetermined period and a case in which a signal is received for increasing and changing the first ratio R by one step during the predetermined period. The controller42controls the motor30in the second control state in at least one of a case in which the first ratio R is increased and changed by two or more steps during the predetermined period and a case in which a signal is received for increasing and changing the first ratio R by two or more steps during the predetermined period. The controller42can control the motor30in the first control state or the second control state in accordance with the step of the changed first ratio R if one of a case in which the first ratio R is decreased and changed and a case in which the first ratio R is increased and changed occurs. Further, the controller42can control the motor30in the same control state irrespective of the step of the changed first ratio R if the other one of a case in which the first ratio R is decreased and changed and a case in which the first ratio R is increased and changed occurs. The same control state includes, for example, the first control state.

In a first example, the controller42controls the motor30in accordance with the human drive force H input to the human-powered vehicle10. The controller42controls the motor30so that the second ratio A of the assist force produced by the motor30to the human drive force H in the second control state is larger than the second ratio A in the first control state. For example, a double-dashed line L11inFIG. 3shows an example of the relationship between the rotational speed N of the crank12and the second ratio A1 in the first control state. A solid line L12inFIG. 3shows an example of the relationship between the rotational speed N of the crank12and the second ratio A2 in the second control state. The second ratio A2 is increased as the steps of the first ratio R changed during the predetermined period increase in number or as the steps of the first ratio R changed by the signal received during the predetermined period increase in number. In the example ofFIG. 3, the controller42controls the motor30so that the second ratio A2 with respect to the rotational speed N of the crank12becomes the solid line L12in a case in which the step of the first ratio R changed by the signal received during the predetermined period within the predetermined period is one step in the second control state. The controller42controls the motor30so that the second ratio A2 with respect to the rotational speed N of the crank12becomes a broken line L13in a case in which the step of the first ratio R changed by the signal received during the predetermined period within the predetermined period is two steps in the second control state. The controller42can determine the second ratio A in accordance with the torque TH instead of the rotational speed N of the crank12in the first control state and the second control state. In this case, the relationship in which the rotational speed N of the crank12inFIG. 3is replaced by the torque TH can be the relationship between the torque TH and the second ratio A in the first control state and the second control state.

In a second example, the controller42controls the motor30in accordance with the human drive force H input to the human-powered vehicle10. The controller42controls the motor30so that the second ratio A of the assist force produced by the motor30to the human drive force H in the second control state is smaller than the second ratio A in the first control state. For example, the solid line L12inFIG. 3shows an example of the relationship between the rotational speed N of the crank12and the second ratio A1 in the first control state. The double-dashed line L11inFIG. 3shows an example of the relationship between the rotational speed N of the crank12and the second ratio A2 in the second control state. The second ratio A2 is decreased as the steps of the first ratio R changed during the predetermined period increase in number or as the steps of the first ratio R changed by the signal received during the predetermined period increase in number. In the example ofFIG. 3, the controller42controls the motor30so that the second ratio A2 with respect to the rotational speed N of the crank12becomes the double-dashed line L11in a case in which the step of the first ratio R changed by the signal received during the predetermined period within the predetermined period is one step in the second control state. The controller42controls the motor30so that the second ratio A2with respect to the rotational speed N of the crank12becomes a broken line L14in a case in which the step of the first ratio R changed by the signal received during the predetermined period within the predetermined period is two steps in the second control state.

In a third example, the controller42controls the motor30in accordance with the human drive force H input to the human-powered vehicle10. The controller42controls the motor30so that a maximum value TX of the output of the motor30is larger in the second control state than in a case of the first control state. For example, a double-dashed line L21inFIG. 4shows an example of the relationship between the rotational speed N of the crank12and the maximum value TX1 in the first control state. In the double-dashed line L21inFIG. 4, the maximum value TX1 in the first control state is a constant value in the range where the rotational speed N of the crank12is less than the first speed N1. After reaching the first speed N1, the maximum value TX1 decreases as the rotational speed N of the crank12increases. A solid line L22inFIG. 4shows an example of the relationship between the rotational speed N of the crank12and a maximum value TX2 in the second control state. In the solid line L22ofFIG. 4, the maximum value TX2 in the second control state is a constant value in the range where the rotational speed N of the crank12is less than a second speed N2, which is larger than the first speed N1. After reaching the second speed N2, the maximum value TX2 decreases as the rotational speed N of the crank12increases. In the double-dashed line L21and the solid line L22inFIG. 4, the maximum value TX1 and the maximum value TX2 are equal in the range where the rotational speed N of the crank12is greater than or equal to the second speed N2. The maximum value TX2 is increased as the steps of the first ratio R changed during the predetermined period increase in number or as the steps of the first ratio R changed by the signal received during the predetermined period increase in number. In the example ofFIG. 4, the controller42controls the motor30so that the maximum value TX2 with respect to the rotational speed N of the crank12becomes the solid line L22in a case in which the step of the first ratio R changed by the signal received during the predetermined period within the predetermined period is one step in the second control state. The controller42controls the motor30so that the maximum value TX2 with respect to the rotational speed N of the crank12becomes a broken line L23in a case in which the step of the first ratio R changed by the signal received during the predetermined period within the predetermined period is two steps in the second control state.

In a fourth example, the controller42controls the motor30in accordance with the human drive force H input to the human-powered vehicle10. The controller42controls the motor30so that a maximum value TX of the output of the motor30is larger in the second control state than in the first control state. For example, the solid line L22inFIG. 4shows an example of the relationship between the rotational speed N of the crank12and the maximum value TX1 in the first control state. In the solid line L22inFIG. 4, the maximum value TX1 in the first control state is a constant value in the range where the rotational speed N of the crank12is less than the first speed N1. After reaching the first speed N1, the maximum value TX1 decreases as the rotational speed N of the crank12increases. The double-dashed line L21inFIG. 4shows an example of the relationship between the rotational speed N of the crank12and the maximum value TX2 in the second control state. In the double-dashed line L21inFIG. 4, the maximum value TX2 in the second control state is a constant value in the range where the rotational speed N of the crank12is less than the second speed N2, which is larger than the first speed N1. After reaching the second speed N2, the maximum value TX2 decreases as the rotational speed N of the crank12increases. In the double-dashed line L21and the solid line L22inFIG. 4, the maximum value TX1 and the maximum value TX2 are equal in the range where the rotational speed N of the crank12is greater than or equal to the second speed N2. The maximum value TX2 is decreased as the steps of the first ratio R changed during the predetermined period increase in number or as the steps of the first ratio R changed by the signal received during the predetermined period increase in number. In the example ofFIG. 4, the controller42controls the motor30so that the maximum value TX2with respect to the rotational speed N of the crank12becomes the double-dashed line L21in a case in which the step of the first ratio R changed by the signal received during the predetermined period within the predetermined period is one step in the second control state. The controller42controls the motor30so that the maximum value TX2 with respect to the rotational speed N of the crank12becomes a broken line L24in a case in which the step of the first ratio R changed by the signal received during the predetermined period within the predetermined period is two steps in the second control state.

In a fifth example, the controller42controls the motor30so that a response speed X of the change in the output of the motor30with respect to the change in the human drive force H differs between a case in which the human drive force H is increased and a case in which the human drive force H is decreased. The controller42can control the motor30so that the response speed X differs between the first control state and the second control state. The controller42includes a filter processing unit, and the response speed X can be changed by the filter processing unit. Specifically, the controller42changes the response speed X by changing a time constant K used by the filter processing unit. The filter processing unit includes, for example, a low pass filter. The response speed X includes a first response speed X1 for a case in which the human drive force H is increased and a second response speed X2 for a case in which the human drive force H is decreased. The first response speed X1 includes a first response speed X11 for the first control state and a first response speed X12 for the second control state. The second response speed X2 includes a second response speed X21 for the first control state and a second response speed X22 for the second control state. The time constant K includes a first time constant K1 for a case in which the human drive force H is increased and a second time constant K2 for a case in which the human drive force H is decreased. The first time constant K1includes a first time constant K11 for the first control state and a first time constant K12 for the second control state. The second time constant K2 includes a second time constant K21 for the first control state and a second time constant K22 for the second control state.

The controller42controls the motor30in accordance with the human drive force H input to the human-powered vehicle10. The controller42controls the motor30so that the first response speed X11 of the output of the motor30in a case in which the human drive force H is increased in the second control state is higher than the first response speed X12 in the first control state. For example, a double-dashed line L31inFIG. 5shows an example of the relationship between the rotational speed N of the crank12and the first time constant K11 in the first control state. In the double-dashed line L31inFIG. 5, the first time constant K11 in the first control state increases as the rotational speed N of the crank12increases. In the double-dashed line L31inFIG. 5, the first time constant K11 in the first control state becomes equal to a first value KX in a case in which the rotational speed N of the crank12reaches a third speed N3. Further, the first time constant K11 is maintained at the first value KX at higher than or equal to the third speed N3. A solid line L32inFIG. 5shows an example of the relationship between the rotational speed N of the crank12and the first time constant K12 in the second control state. In the solid line L32ofFIG. 5, the first time constant K12 in the second control state increases as the rotational speed N of the crank12increases. In the solid line L32ofFIG. 5, the first time constant K12 in the second control state becomes equal to the first value KX in a case in which the rotational speed N of the crank12reaches the third speed N3. Further, the first time constant K12is maintained at the first value KX at higher than or equal to the third speed N3. In the example ofFIG. 5, the first time constant K11 in the first control state and the first time constant K12 in the second control state are equal in the range where the rotational speed N of the crank12is higher than or equal to the third speed N3. Therefore, in the range where the rotational speed N of the crank12is higher than or equal to the third speed N3, the first response speed X11 and the first response speed X12 are equal. The controller42can determine the first time constant K1 in accordance with the torque TH instead of the rotational speed N of the crank12in the first control state and the second control state. In this case, the relationship in which the rotational speed N of the crank12inFIG. 5is replaced by the torque TH can be the relationship between the torque TH and the first time constant K1 in the first control state and the second control state. Preferably, the first response speed X12 is increased as the steps of the first ratio R changed during the predetermined period increase in number or as the steps of the first ratio R changed by the signal received during the predetermined period increase in number. In the example ofFIG. 5, the controller42controls the motor30so that the first time constant K12 with respect to the rotational speed N of the crank12becomes the solid line L32in a case in which the step of the first ratio R changed by the signal received during the predetermined period within the predetermined period is one step in the second control state. The controller42controls the motor30so that the first time constant K12 with respect to the rotational speed N of the crank12becomes a broken line L33in a case in which the first ratio R is changed by two steps by the signal received during the predetermined period in the second control state.

The controller42controls the motor30in accordance with the human drive force H input to the human-powered vehicle10. The controller42controls the motor30so that the second response speed X22 of the output of the motor30in a case in which the human drive force H is decreased in the second control state is preferably higher than the second response speed X21 in the first control state. For example, a double-dashed line L41inFIG. 6shows an example of the relationship between the rotational speed N of the crank12and the second time constant K21 in the first control state. In the double-dashed line L41ofFIG. 6, the second time constant K21 in the first control state increases as the rotational speed N of the crank12increases. In the double-dashed line L41inFIG. 6, the second time constant K21 in the first control state becomes a second value KY in a case in which the rotational speed N of the crank12reaches a fourth speed N4. Further, the second time constant K21 is maintained at the second value KY at higher than or equal to the fourth speed N4. A solid line L42inFIG. 6shows an example of the relationship between the rotational speed N of the crank12and the second time constant K22 in the second control state. In the solid line L42inFIG. 6, the second time constant K22 in the second control state increases as the rotational speed N of the crank12increases. In the solid line L42inFIG. 6, the second time constant K22 in the second control state becomes equal to the second value KY in a case in which the rotational speed N of the crank12reaches the fourth speed N4. Further, the second time constant K22 is maintained at the second value KY at higher than or equal to the fourth speed N4. In the example ofFIG. 6, the second time constant K21 in the first control state and the second time constant K22 in the second control state are equal in the range where the rotational speed N of the crank12is higher than or equal to the fourth speed N4. Therefore, in the range where the rotational speed N of the crank12is higher than or equal to the fourth speed N4, the first response speed X11 and the first response speed X12 are equal. The controller42can determine the second time constant K2 in accordance with the torque TH instead of the rotational speed N of the crank12in the first control state and the second control state. In this case, the relationship in which the rotational speed N of the crank12inFIG. 6is replaced by the torque TH can be the relationship between the torque TH and the first time constant K in the first control state and the second control state. Preferably, the second response speed X2 is increased as the steps of the first ratio R changed during the predetermined period increase in number or as the steps of the first ratio R changed by the signal received during the predetermined period increase in number. In the example ofFIG. 6, the controller42controls the motor30so that the second time constant K22 with respect to the rotational speed N of the crank12becomes the solid line L42in a case in which the step of the first ratio R changed by the signal received during the predetermined period within the predetermined period is one step in the second control state. The controller42controls the motor30so that the second time constant K22 with respect to the rotational speed N of the crank12becomes a broken line L43in a case in which the step of the first ratio R changed by the signal received during the predetermined period within the predetermined period is two steps in the second control state.

The relationship between the rotational speed N of the crank12and the first time constant K1 can be equal to the relationship between the rotational speed N of the crank12and the second time constant K2. Specifically, the line shape and the corresponding numerical values of the double-dashed line L31inFIG. 5can be the same as those of the double-dashed line L41inFIG. 6, and the line shape and the corresponding numerical values of the solid line L32inFIG. 5can be the same as those of the solid line L42inFIG. 6. The relationship between the rotational speed N of the crank12and the first time constant K1 can differs from the relationship between the rotational speed N of the crank12and the second time constant K2. For example, the line shape of at least one of the lines L31to L34inFIG. 5differs from the line shape of the lines L41to L44inFIG. 6. Furthermore, the controller42can control the motor30so that one of the first response speed X1and the second response speed X2 is the same in the first control state and the second control state. Moreover, the controller42can control the motor30so that one of the first response speed X1 and the second response speed X2 in the second control state is lower than one of the first response speed X1 and the second response speed X2 in the first control state.

The controller42can execute the control of only one of the three examples of one of the first example and the second example, one of the third example and the fourth example, and the fifth example. The controller42can execute the control of two or three of the three examples of one of the first example and the second example, one of the third example and the fourth example, and the fifth example.

Preferably, the controller42changes a control state of the motor30from a third control state to a fourth control state that differs from the third control state in at least one of a case in which the first ratio R is changed by the transmission34and a case in which a signal for changing the first ratio R is received. Further, the controller42changes the control state of the motor30from the fourth control state to a fifth control state that differs from the fourth control state in accordance with a value related to at least one of a vehicle speed V of the human-powered vehicle10, the human drive force H, an inclination angle G of the human-powered vehicle, and a state of a rider of the human-powered vehicle10.

The fourth control state includes a first control state and a second control state that differs from the first control state. Preferably, the controller42controls the motor30in the first control state in at least one of a case in which the first ratio R is decreased and changed by only one step during the predetermined period and a case in which a signal is received for decreasing and changing the first ratio R by one step during the predetermined period. Preferably, the controller42controls the motor30in the second control state in at least one of a case in which the first ratio R is decreased and changed by two or more steps during the predetermined period and a case in which a signal is received for decreasing and changing the first ratio R by two or more steps during the predetermined period.

The fourth control state includes a first control state and a second control state that differs from the first control state. Preferably, the controller42controls the motor30in the first control state in at least one of a case in which the first ratio R is increased and changed by only one step during the predetermined period and a case in which a signal for increasing and changing the first ratio R by one step is received during the predetermined period. Preferably, the controller42controls the motor30in the second control state in at least one of a case in which the first ratio R is increased and changed by two or more steps during the predetermined period and a case in which a signal for increasing and changing the first ratio R by two or more steps is received during the predetermined period.

The fifth control state includes a third control state. The controller42changes the control state of the motor30from the third control state to the first control state or the second control state in at least one of a case in which the first ratio R is changed by the transmission34and a case in which a signal for changing the first ratio R is received. After the controller42changes the control state of the motor from the third control state to the first control state or the second control state, the controller42changes the control state of the motor30from the first control state or the second control state to the third control state in accordance with the value related to at least one of the vehicle speed V of the human-powered vehicle10, the human drive force H, the inclination angle G of the human-powered vehicle10, and the state of the rider of the human-powered vehicle10. In the third control state, the controller42controls the motor30in accordance with the human drive force H.

Preferably, the controller42controls the motor30so that the second ratio A4 of an assist force produced by the motor30to the human drive force H in the fourth control state is larger than the second ratio A3 in the third control state. In the first example, the second ratio A4 in the fourth control state corresponds to the second ratio A2 in the second control state, and the second ratio A3 in the third control state corresponds to the second ratio A1 in the first control state. Preferably, the second ratio A4 is increased as the steps of the first ratio R changed during the predetermined period increase in number or as the steps of the first ratio R changed by the signal received during the predetermined period increase in number.

Preferably, the controller42controls the motor30so that the second ratio A4 of the assist force produced by the motor30to the human drive force H in the fourth control state is smaller than the second ratio A3 in the third control state. In the second example, the second ratio A4 in the fourth control state corresponds to the second ratio A2 in the second control state, and the second ratio A3 in the third control state corresponds to the second ratio A1 in the first control state. Preferably, the second ratio A4 is increased as the steps of the first ratio R changed during the predetermined period increase in number or as the steps of the first ratio R changed by the signal received during the predetermined period increase in number.

Preferably, the controller42controls the motor30so that a maximum value TX of the output of the motor30is larger in the fourth control state than in the third control state. In the third example, the maximum value TX4 of the output of the motor30in the fourth control state corresponds to the maximum value TX2 of the output of the motor30in the second control state, and the maximum value TX3 of the output of the motor30in the third control state corresponds to the maximum value TX1 of the output of the motor30in the first control state. The maximum value TX4 is preferably increased as the steps of the first ratio R changed during the predetermined period increase in number or as the steps of the first ratio R changed by the signal received during the predetermined period increase in number.

Preferably, the controller42controls the motor30so that a maximum value TX of the output of the motor30is smaller in the fourth control state than in the third control state. In the fourth example, the maximum value TX4 of the output of the motor30in the fourth control state corresponds to the maximum value TX2 of the output of the motor30in the second control state, and the maximum value TX3 of the output of the motor30in the third control state corresponds to the maximum value TX1 of the output of the motor30in the first control state. Preferably, the maximum value TX3 is decreased as the steps of the first ratio R changed during the predetermined period increase in number or as the steps of the first ratio R changed by the signal received during the predetermined period increase in number.

Preferably, the controller42controls the motor30so that the first response speed X1 of the output of the motor30in a case in which the human drive force H is increased in the fourth control state is higher than the first response speed X1 in the third control state. In the fifth example, the first response speed X14 in the fourth control state corresponds to the first response speed X12 in the second control state, and the first response speed X13 in the third control state corresponds to the first response speed X11 in the first control state. Preferably, the first response speed X14 is increased as the steps of the first ratio R changed during the predetermined period increase in number or as the steps of the first ratio R changed by the signal received during the predetermined period increase in number.

Preferably, the controller42controls the motor30so that the second response speed X2 of the output of the motor30in a case in which the human drive force H is decreased in the fourth control state is higher than the second response speed X2in the third control state. In the fifth example, the second response speed X24 in the fourth control state corresponds to the second response speed X22 in the second control state. The second response speed X23 in the third control state corresponds to the second response speed X21 in the first control state. Preferably, the second response speed X24 is increased as the steps of the first ratio R changed during the predetermined period increase in number or as the steps of the first ratio R changed by the signal received during the predetermined period increase in number.

A process for changing the control state from the third control state to the first control state or the second control state will now be described with reference toFIG. 7. In a case in which power is supplied from the battery28to the controller42, the controller42starts the process and proceeds to step S11of the flowchart shown inFIG. 7. As long as power is supplied, the controller42executes the process from step S11in predetermined cycles.

In step S11, the controller42determines whether or not in the motor30is controlled in the third control state. In a case in which the controller42is not controlling the motor30in the third control state, the controller42terminates the process. In a case in which the controller42is controlling the motor30in the third control state, the controller42proceeds to step S12.

In step S12, the controller42determines whether or not to change the first ratio R by one step. Specifically, the controller42determines to change the first ratio R by one step in a case in which the first ratio R is changed by only one step during a predetermined period or a case in which a signal for changing the first ratio R by one step is received during the predetermined period. In a case in which the controller42changes the first ratio R by one step, the controller42proceeds to step S13. In step S13, the controller42controls the motor30in the first control state and terminates the process. Since the fourth control state includes the first control state and the second control state, the controller42controls the motor30in the fourth control state in step S13and then terminates the process.

In a case in which the controller42determines not to change the first ratio R by one step in step S12, the controller42proceeds to step S14. In step S14, the controller42determines whether or not to change the first ratio R by two or more steps. Specifically, the controller42determines to change the first ratio R by two or more steps in a case in which the first ratio R is decreased and changed by two or more steps during a predetermined period and a case in which a signal for decreasing and changing the first ratio R by two or more steps is received during the predetermined period. In a case in which the controller42does not change the first ratio R by two or more steps, the controller42terminates the process. In a case in which the controller42changes the first ratio R by two or more steps, the controller42proceeds to step S15. In step S15, the controller42controls the motor30in the second control state and then terminates the process. Since the fourth control state includes the first control state and the second control state, the controller42controls the motor30in the fourth control state in step S15and then terminates the process.

The controller42preferably changes the control state of the motor30from the fourth control state to the fifth control state in a case in which an increased amount DV of a value related to a vehicle speed V becomes greater than or equal to a predetermined first value DV1 or in a case in which a value related to the vehicle speed V becomes greater than or equal to a predetermined second value VA in the fourth control state. The controller42returns the control state of the motor30from the fourth control state to the third control state in a case in which the increased amount DV of a value related to the vehicle speed V becomes greater than or equal to the predetermined first value DV1 or in a case in which a value related to the vehicle speed V becomes greater than or equal to the predetermined second value VA in the fourth control state. The controller42returns the control state of the motor30from the first control state or the second control state to the third control state in a case in which the increased amount DV of a value related to the vehicle speed V becomes greater than or equal to the predetermined first value DV1or in a case in which a value related to the vehicle speed V becomes greater than or equal to the predetermined second value VA in the first control state or the second control state. The increased amount DV of the value related to the vehicle speed V includes an increased amount of the vehicle speed V. The increased amount of the vehicle speed V can be acceleration. The value related to the vehicle speed V includes the vehicle speed V. The value related to the vehicle speed V can be the rotational speed of the drive wheel14.

A process for changing the control state from the fourth control state to the fifth control state in accordance with the vehicle speed V will now be described with reference toFIG. 8. In a case in which power is supplied from the battery28to the controller42, the controller42starts the process and proceeds to step S21of the flowchart shown inFIG. 8. As long as power is supplied, the controller42executes the process from step S21in predetermined cycles.

In step S21, the controller42determines whether or not the motor30is controlled in the fourth control state. In a case in which the controller42is not controlling the motor30in the fourth control state, the controller42terminates the process. In a case in which the controller42is controlling the motor30in the fourth control state in step S21, the controller42proceeds to step S22.

In step S22, the controller42determines whether or not the increased amount DV of a value related to the vehicle speed V has become greater than or equal to the predetermined first value DV1 or whether or not the value related to the vehicle speed V has become greater than or equal to the predetermined second value VA. In a case in which the increased amount DV of the value related to the vehicle speed V has not become greater than or equal to the predetermined first value DV1 and the value related to the vehicle speed V has not become greater than or equal to the predetermined second value VA, the controller42terminates the process. In a case in which the increased amount DV of the value related to the vehicle speed V has become greater than or equal to the predetermined first value DV1 or the value related to the vehicle speed V has become greater than or equal to the predetermined second value VA, the controller42proceeds to step S23. In step S23, the controller42changes the control state to the fifth control state and terminates the process. The fifth control state includes the third control state. Thus, subsequent to step S23, the controller42controls the motor30to return to the state before changing to the fourth control state.

The controller42can change the control state of the motor30from the fourth control state to the fifth control state in accordance with at least one of the human drive force H, the inclination angle G, and the state of the rider in place of or in addition to the vehicle speed V.

In a case in which the human drive force H is used, the controller42preferably changes the control state of the motor30from the fourth control state to the fifth control state in a case in which a decreased amount DH of a value related to the human drive force H becomes greater than or equal to a predetermined third value DH1 or in a case in which a value related to the human drive force H becomes less than or equal to a predetermined fourth value HA in the fourth control state. The controller42returns the control state of the motor30from the fourth control state to the third control state in a case in which the decreased amount DH of a value related to the human drive force H becomes greater than or equal to the predetermined third value DH1 in the fourth control state or in a case in which a value related to the human drive force H becomes less than or equal to the predetermined fourth value HA in the fourth control state. The controller42returns the control state of the motor30from the first control state or the second control state to the third control state or in a case in which the decreased amount DH of a value related to the human drive force H becomes greater than or equal to the predetermined third value DH1 or in a case in which a value related to the human drive force H becomes less than or equal to the predetermined fourth value HA in the first control state or the second control state. The decreased amount DH of the value related to the human drive force H includes an increased amount of the human drive force H. The value related to the human drive force H includes the human drive force H. The value related to the human drive force H can be the torque of the human drive force H or the power of the human drive force H.

In a case in which the human drive force H is used instead of the vehicle speed V, the controller42, for example, executes step S31instead of step S21ofFIG. 8as shown inFIG. 9. If an affirmative determination is given in step S21, the controller42proceeds to step S31. In step S31, the controller42determines whether or not the decreased amount DH of a value related to the human drive force H is greater than or equal to a predetermined third value DH1 or a value related to the human drive force H is less than or equal to a predetermined fourth value HA. In a case in which the decreased amount DH of a value related to the human drive force H is greater than or equal to the predetermined third value DH1 or a value related to the human drive force H is less than or equal to the predetermined fourth value HA, the controller42proceeds to step S23.

In a case in which the inclination angle G is used, the controller42preferably changes the control state of the motor30from the fourth control state to the fifth control state in a case in which a decreased amount DG of a value related to the inclination angle G of the human-powered vehicle10becomes greater than or equal to a predetermined fifth value DGA or in a case in which a value related to the inclination angle G of the human-powered vehicle10becomes less than or equal to a predetermined sixth value in the fourth control state. The controller42returns the control state of the motor30from the fourth control state to the third control state in a case in which the decreased amount DG of a value related to the inclination angle G becomes greater than or equal to the predetermined fifth value DGA or in a case in which a value related to the inclination angle G becomes less than or equal to the predetermined sixth value GA in the fourth control state. The controller42returns the control state of the motor30from the first control state or the second control state to the third control state in a case in which the decreased amount DG of a value related to the inclination angle G becomes greater than or equal to the predetermined fifth value DGA or in a case in which a value related to the inclination angle G becomes less than or equal to the predetermined sixth value GA in the first control state and the second control state. The decreased amount DG of the value related to the inclination angle G includes the decreased amount of the inclination angle G. The value related to the inclination angle G includes the inclination angle G. The inclination angle G is preferably a pitch angle of the human-powered vehicle10. The inclination angle G can be the inclination angle of the road surface on which the human-powered vehicle10travels.

In a case in which the inclination angle D is used instead of the vehicle speed V, the controller42, for example, executes step S41instead of step S21ofFIG. 8as shown inFIG. 10. If an affirmative determination is given in step S21, the controller42proceeds to step S41. In step S41, the controller42determines whether or not the decreased amount DG of a value related to the inclination angle G is greater than or equal to the predetermined fifth value DGA or a value related to the inclination angle G is less than or equal to a predetermined sixth value GA. In a case in which the decreased amount DG of the value related to the inclination angle G has become greater than or equal to the predetermined fifth value DGA or in a case in which the value related to the inclination angle G has become less than or equal to the predetermined sixth value GA, the controller42proceeds to step S23.

In a case in which the state of the rider is used, the state of the rider of the human-powered vehicle10can preferably include the heart rate M of the rider. The controller42changes the control state of the motor30from the fourth control state to the fifth control state in a case in which a decreased amount DM of a value related to the heart rate M becomes greater than or equal to a predetermined seventh value DMA or in a case in which a value related to the heart rate M of the rider becomes less than or equal to a predetermined eighth value MA in the fourth control state. The controller42returns the control state of the motor30from the fourth control state to the third control state in a case in which a decreased amount DM of a value related to the heart rate M becomes greater than or equal to the predetermined seventh value DMA or in a case in which a value related to the heart rate M of the rider becomes less than or equal to a predetermined eighth value MA in the fourth control state. The controller42returns the control state of the motor30from the first control state or the second control state to the third control state in a case in which the decreased amount DM of a value related to the heart rate M becomes greater than or equal to the predetermined seventh value DMA or in a case in which a value related to the heart rate M of the rider becomes less than or equal to the predetermined eighth value MA in the first control state or the second control state. The decreased amount DM of the value related to the heart rate M includes a decreased amount of the heart rate M. The value related to the heart rate M includes the heart rate M. The value related to the heart rate M can be a pulse.

In a case in which the state of the rider is used instead of the vehicle speed V, the controller42executes, for example, step S51instead of step S21ofFIG. 8as shown inFIG. 11. If an affirmative determination is given in step S21, the controller42proceeds to step S51. In step S51, the controller42determines whether or not the decreased amount DM of a value related to the heart rate M is greater than or equal to the predetermined seventh value DMA or a value related to the heart rate M is less than or equal to the predetermined eighth value MA. In a case in which the decreased amount DM of the value related to the heart rate M has become greater than or equal to the predetermined seventh value DMA or in a case in which the value related to the heart rate M has become less than or equal to the predetermined eighth value MA, the controller42proceeds to step S23.

In a case in which the control state of the motor30is changed from the fourth control state to the fifth control state in accordance with at least one of the vehicle speed V, the human drive force H, the inclination angle G, and the state of the rider, the controller42changes the control state from the fourth control state to the fifth control state if the determination of at least one of step S22inFIG. 8, step S31inFIG. 9, step S41inFIG. 10and step S51inFIG. 11is YES.

Modifications

The description related with the above embodiment exemplifies, without any intention to limit, an applicable form of a human-powered vehicle control device in accordance with the present disclosure. In addition to the embodiment described above, the human-powered vehicle control device in accordance with the present disclosure is applicable to, for example, modifications of the above embodiment that are described below and combinations of at least two of the modifications that do not contradict each other. In the modifications described hereafter, same reference numerals are given to those components that are the same as the corresponding components of the above embodiment. Such components will not be described in detail.

The controller42can control the motor30in accordance with the change amount of the first ratio R instead of the number of steps of the first ratio R. In this case, the transmission34includes a continuously variable transmission, and the transmission34can be configured to change the first ratio R of the rotational speed of the drive wheel14to the rotational speed of the rotary body to which the human drive force H is input in a stepless manner. The controller42controls the motor30in the first control state in at least one of a case in which the first ratio R is changed so that a change amount DR of the first ratio R in a predetermined period becomes less than or equal to a first change amount DR1and a case in which a signal for changing the first ratio R is received so that a change amount DR of the first ratio R in the predetermined period becomes less than or equal to the first change amount DR1. The controller42controls the motor30in the second control state that differs from the first control state in at least one of a case in which the first ratio R is changed so that the change amount DR of the first ratio R in a predetermined period exceeds the first change amount DR1 and a case in which a signal is received for changing the first ratio R so that the change amount DR of the first ratio R in the predetermined period exceeds the first change amount DR1. In this case, in the first example of the first embodiment, the second ratio A4 in the fourth control state is increased as the change amount of the first ratio R changed during a predetermined period or the change amount of the first ratio R changed by the signal received during the predetermined period increases. In the second example of the first embodiment, the second ratio A4 in the fourth control state is decreased as the change amount of the first ratio R changed during a predetermined period or the change amount of the first ratio R changed by the signal received during the predetermined period increases. In the third example of the first embodiment, the maximum value TX4 in the fourth control state is increased as the change amount of the first ratio R changed during a predetermined period or the change amount of the first ratio R changed by the signal received during the predetermined period increases. In the fourth example of the first embodiment, the maximum value TX4 in the fourth control state is decreased as the change amount of the first ratio R changed during a predetermined period or the change amount of the first ratio R changed by the signal received during the predetermined period increases. In the fifth example of the first embodiment, the first response speed X14 in the fourth control state is increased as the change amount of the first ratio R changed during the predetermined period or the change amount of the first ratio R changed by the signal received during the predetermined period increases. In the fifth example of the first embodiment, the second response speed X24 in the fourth control state is increased as the change amount of the first ratio R changed during the predetermined period or the change amount of the first ratio R changed by the signal received during the predetermined period increases.

In this case, the controller42executes step S61ofFIG. 12instead of step S12ofFIG. 7. Further, the controller42executes step S62ofFIG. 12instead of step S12ofFIG. 7. More specifically, in a case in which the controller42is controlling the motor30in the third control state in step S11, the controller42proceeds to step S61.

In step S61, the controller42determines whether or not to change the first ratio R so that the change amount DR becomes less than or equal to the first change amount DR1. Specifically, the controller42determines to change the first ratio R so that the change amount DR becomes less than or equal to the first change amount DR1 in a case in which the first ratio R is changed such that the change amount DR of the first ratio R during the predetermined period becomes less than or equal to the first change amount DR1 or a case in which a signal is received for changing the first ratio R such that the change amount DR of the first ratio R during the predetermined period becomes less than or equal to the first change amount DR1. The controller42proceeds to step S13to change the first ratio R so that the change amount DR becomes less than or equal to the first change amount DR1.

In a case in which the controller42determines not to change the first ratio R so that the change amount DR does not become less than or equal to the first change amount DR1 in step S61, the controller42proceeds to step S62. In step S62, the controller42determines whether or not to change the first ratio R so that the change amount DR exceeds the first change amount DR1. Specifically, the controller42determines to change the first ratio R so that the change amount DR exceeds the first change amount DR1 in a case in which the first ratio R is changed such that the change amount DR of the first ratio R during the predetermined period exceeds the first change amount DR1 or a case in which a signal is received for changing the first ratio R such that the change amount DR of the first ratio R during the predetermined period exceeds the first change amount DR1. In a case of not changing the first ratio R so that the change amount DR exceeds the first change amount DR1, the controller42terminates the process. The controller42proceeds to step S15to change the first ratio R so that the change amount DR exceeds the first change amount DR1. The phrase “at least one of” as used in this disclosure means “one or more” of a desired choice. For one example, the phrase “at least one of” as used in this disclosure means “only one single choice” or “both of two choices” if the number of its choices is two. For other example, the phrase “at least one of” as used in this disclosure means “only one single choice” or “any combination of equal to or more than two choices” if the number of its choices is equal to or more than three.