JP2020142606A - Control device for human-powered drive vehicle - Google Patents

Abstract

To provide a control device for a human-powered vehicle which can satisfactorily control a motor.SOLUTION: A control device for a human-powered drive vehicle includes a control unit for controlling a motor which is so configured as to give propulsive power to the human-powered drive vehicle, and the human-powered drive vehicle includes a speed change gear for changing a speed change ratio. The motor is so configured as to transmit a torque to an upstream side of the speed change gear on a transmission path of human-power driving force inputted to a crank shaft. The control unit is so configured as to be capable of switching between at least one of a first mode that controls the motor according to human-power driving force and a second mode that does not drive the motor, and a third mode that can drive the motor so as to assist in pushing and walking of the human-powered drive vehicle, and is so configured as to be capable of estimating the speed change ratio according to a travel speed of the human-powered drive vehicle and a rotational speed of the crank shaft in at least one of the first assist mode and the second assist mode, and to be capable of controlling a rotational speed of the motor according to the estimated speed change ratio in the third assist mode.SELECTED DRAWING: Figure 2

Description

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

For example, the control device for a human-powered vehicle disclosed in Patent Document 1 controls the motor so that the ratio of the output of the motor to the human-powered driving force input to the human-powered vehicle becomes a predetermined ratio.

Japanese Unexamined Patent Publication No. 2000-344176

One of the objects of the present invention is to provide a control device for a human-powered vehicle capable of suitably controlling a motor.

The control device according to the first aspect of the present disclosure is a control device for a human-powered vehicle, which includes a control unit that controls a motor configured to add propulsive force to the human-powered vehicle. The motor includes a transmission for changing the speed change ratio of the rotation speed of the drive wheels of the human-powered vehicle to the rotation speed of the crankshaft of the human-powered vehicle, and the motor is of the human-powered driving force input to the crankshaft. A first mode in which torque is transmitted to the upstream side of the transmission in the transmission path, and the control unit controls the motor according to the human-powered driving force, and a second mode in which the motor is not driven. It is configured to be switchable between at least one mode and a third mode in which the motor can be driven so as to assist the pushing and walking of the human-powered vehicle, and in at least one of the first mode and the second mode. , The speed change ratio is estimated according to the traveling speed of the human-powered vehicle and the rotation speed of the crankshaft, and in the third mode, the rotation speed of the motor is controlled according to the estimated speed change ratio. It is configured to be possible.
According to the control device on the first side surface, the motor can be suitably controlled when pushing the human-powered vehicle.

In the control device of the second side according to the first aspect of the present disclosure, when the control unit cannot estimate the shift ratio in the first mode and the second mode, the shift ratio is set to a predetermined shift ratio in the third mode. The rotation speed of the motor is controlled accordingly.
According to the control device on the second side, the motor can be suitably controlled when pushing the human-powered vehicle even when the ratio cannot be estimated.

In the control device of the third side according to the second side of the present disclosure, after driving the motor in the third mode, the control unit responds to the rotation speed of the motor and the traveling speed of the human-powered vehicle. In the case where the rotation speed of the motor is controllable and the rotation speed of the motor is controlled according to the predetermined speed change ratio in the third mode, the rotation speed of the motor and the human-powered vehicle When the shift ratio calculated based on the traveling speed is substantially different from the predetermined shift ratio, the rotation speed of the motor is controlled according to the calculated shift ratio.
According to the control device on the third side, for example, even when the shift ratio is changed while the human-powered vehicle is stopped, the motor can be suitably controlled when the human-powered vehicle is pushed around.

In the control device on the fourth side according to the first or second side surface of the present disclosure, the control unit drives the motor in the third mode, and then the rotation speed of the motor and the traveling speed of the human-powered vehicle. The rotation speed of the motor can be controlled according to the above.
According to the control device according to the fourth aspect, the motor can be suitably controlled when the human-powered vehicle is pushed around even when the shift ratio is changed while the human-powered vehicle is stopped, for example.

In the control device of the fifth side according to the third or fourth side surface of the present disclosure, the control unit controls the rotation speed of the motor according to the estimated shift ratio in the third mode. When the shift ratio calculated based on the rotation speed of the human-powered vehicle and the traveling speed of the human-powered vehicle is substantially different from the estimated shift ratio, the rotation of the motor is performed according to the calculated shift ratio. Control the speed.
According to the control device on the fifth side, the motor can be suitably controlled when pushing the human-powered vehicle, for example, even when the shift ratio is changed while the human-powered vehicle is stopped.

In the control device of the sixth side according to the fifth aspect of the present disclosure, when the control unit controls the rotation speed of the motor according to the estimated shift ratio in the third mode, the rotation speed of the motor. When the speed change ratio calculated based on the traveling speed of the human-powered vehicle is larger than the estimated speed change ratio, the rotation speed of the motor is reduced.
According to the control device on the sixth side surface, it is possible to prevent the traveling speed of the human-powered vehicle from becoming too high when the human-powered vehicle is pushed around.

In the control device of the seventh aspect according to the fifth or sixth aspect of the present disclosure, the control unit controls the rotation speed of the motor according to the estimated gear shifting ratio in the third mode. When the gear shifting ratio calculated based on the rotational speed of the motor and the traveling speed of the human-powered vehicle is smaller than the estimated gear shifting ratio, the rotational speed of the motor is increased when the first condition predetermined is satisfied. To do.
According to the control device on the seventh side surface, it is possible to prevent the traveling speed of the human-powered vehicle from becoming too slow when the human-powered vehicle is pushed around. Further, since the rotation speed of the motor is not increased until the first condition specified in advance is satisfied, it is possible to prevent the traveling speed of the human-powered vehicle from increasing due to erroneous detection.

The control device according to the eighth aspect of the present disclosure is a control device for a human-powered vehicle, and includes a control unit that controls a motor configured to apply a propulsive force to the human-powered vehicle. The motor can be controlled in a third mode in which the motor can be driven so as to assist pushing and walking of the human-powered vehicle, and the rotation speed of the motor becomes a predetermined rotation speed in the third mode. After driving the motor, the shift ratio of the human-powered vehicle is calculated according to the rotation speed of the motor and the traveling speed of the human-powered vehicle, and the calculated shift ratio is a predetermined shift ratio. When substantially different, the rotation speed of the motor is controlled so that the traveling speed approaches a predetermined first speed according to the calculated shift ratio.
According to the control device on the eighth side, for example, even when the shift ratio is changed while the human-powered vehicle is stopped, the motor can be suitably controlled when the human-powered vehicle is pushed around.

In the control device on the ninth side according to the third or eighth side surface of the present disclosure, the control unit determines the shift ratio calculated based on the rotation speed of the motor and the traveling speed of the human-powered vehicle. If it is larger than the predetermined speed change ratio, the rotation speed of the motor is reduced.
According to the control device on the ninth side surface, it is possible to prevent the traveling speed of the human-powered vehicle from becoming too high when the human-powered vehicle is pushed around.

In the control device on the tenth side according to any one of the third, eighth, and ninth sides of the present disclosure, the control unit determines the rotational speed of the motor and the traveling speed of the human-powered vehicle. When the shift ratio calculated based on the above is smaller than the predetermined shift ratio, the rotation speed of the motor is increased when the predetermined second condition is satisfied.
According to the control device on the tenth side surface, it is possible to prevent the traveling speed of the human-powered vehicle from becoming too slow when the human-powered vehicle is pushed around. Further, since the rotation speed of the motor is not increased until the second condition specified in advance is satisfied, it is possible to prevent the traveling speed of the human-powered vehicle from increasing due to erroneous detection.

The control device on the eleventh side according to any one of the first to tenth aspects of the present disclosure includes a vehicle speed sensor for detecting the traveling speed of the human-powered vehicle, and the vehicle speed sensor is the human-powered vehicle. It is configured to detect a magnet provided on a wheel of the vehicle, and is configured to output a predetermined number of detection signals during one rotation of the wheel.
According to the control device on the eleventh side surface, the vehicle speed sensor can be realized by a simple configuration.

In the control device of the twelfth aspect according to the eleventh aspect of the present disclosure, the predetermined number of times is 1.
According to the control device on the twelfth side surface, the vehicle speed sensor can be realized by the simplest configuration that outputs one detection signal during one rotation of the wheel.

In the control device of the thirteenth aspect according to any one of the first to twelfth aspects of the present disclosure, the control unit is configured to drive the motor in response to the operation of the operating device in the third mode. To.
According to the control device on the thirteenth side surface, the motor can assist the pushing and walking of the human-powered vehicle by operating the operating device.

In the control device of the 14th aspect according to the 13th aspect of the present disclosure, the control unit is configured to drive the motor while the operating device is operated and a predetermined third condition is satisfied. To.
According to the control device on the 14th side surface, even if the operating device is operated, the motor is not driven unless the predetermined third condition is satisfied.

In the control device on the fifteenth side according to the fourteenth aspect of the present disclosure, the predetermined third condition is that the crankshaft of the human-powered vehicle is not rotating and the traveling speed of the human-powered vehicle is predetermined. When the speed is the second speed or less, at least one of the cases is satisfied.
According to the control device on the fifteenth side surface, the motor is not driven when the crankshaft is rotating and the traveling speed of the human-powered vehicle is increased.

The control device for a human-powered vehicle of the present disclosure can suitably control a motor.

A side view of a human-powered vehicle including a control device for the human-powered vehicle according to the first embodiment. The block diagram which shows the electrical structure of the control device for the man-powered vehicle of 1st Embodiment. The first part of the flowchart showing the first example of the process of controlling a motor executed by the control unit of FIG. The second part of the flowchart showing the first example of the process of controlling a motor executed by the control unit of FIG. The flowchart which shows the 2nd example of the process which controls the motor executed by the control part of 2nd Embodiment.

(First Embodiment)
The control device 60 for a human-powered vehicle according to the first embodiment will be described with reference to FIGS. 1 to 4. The human-powered vehicle 10 is a vehicle that can be driven by at least a human-powered driving force H. The human-powered vehicle 10 is not limited in the number of wheels, and includes, for example, a one-wheeled vehicle and a vehicle having three or more wheels. The human-powered vehicle 10 includes various types of bicycles such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bicycles, as well as electric bicycles (E-bikes). Electric bicycles include electrically assisted bicycles that assist the propulsion of the vehicle by electric motors. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as a bicycle.

The human-powered vehicle 10 changes the shift ratio R of the rotation speed of the drive wheels 16A to the rotation speeds of the motor 12, the crankshaft 14A, the drive wheels 16A, and the crankshaft 14A that apply propulsive force to the human-powered vehicle 10. The transmission 18 for the purpose is included. The human-powered vehicle 10 further includes a trailing wheel 16B, a crank 14, and a frame 20. A human-powered driving force H is input to the crank 14. The crank 14 includes a crankshaft 14A that is rotatable with respect to the frame 20 and a crankarm 14B that is provided at an axial end of the crankshaft 14A, respectively. A pedal 22 is connected to each crank arm 14B. The drive wheels 16A are driven by the rotation of the crank 14. The drive wheels 16A are supported by the frame 20. The crank 14 and the drive wheels 16A are connected by a drive mechanism 24. The drive mechanism 24 includes a first rotating body 26 coupled to the crankshaft 14A. The crankshaft 14A and the first rotating body 26 may be coupled via a first one-way clutch. The first one-way clutch is configured so that the first rotating body 26 is rotated forward when the crank 14 is rotated forward, and the first rotating body 26 is not rotated backward when the crank 14 is rotated backward. The first rotating body 26 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 24 further includes a second rotating body 28 and a connecting member 30. The connecting member 30 transmits the rotational force of the first rotating body 26 to the second rotating body 28. The connecting member 30 includes, for example, a chain, a belt, or a shaft.

The second rotating body 28 is connected to the drive wheels 16A. The second rotating body 28 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 28 and the drive wheels 16A. The second one-way clutch is configured so that the drive wheels 16A are rotated forward when the second rotating body 28 is rotated forward, and the drive wheels 16A are not rotated backward when the second rotating body 28 is rotated backward. ..

One of the drive wheels 16A and the driven wheels 16B includes the front wheels, and the other of the drive wheels 16A and the driven wheels 16B includes the rear wheels. A front wheel is attached to the frame 20 via a front fork 32. A handlebar 34 is connected to the front fork 32 via a stem 36. In the following embodiments, the rear wheels will be described as the drive wheels 16A, but the front wheels may be the drive wheels 16A.

The human-powered vehicle 10 includes a battery 38 for the human-powered vehicle. The battery 38 includes one or more battery elements. The battery element includes a rechargeable battery. The battery 38 supplies electric power to the control unit 62 of the control device 60. The battery 38 is preferably connected to the control unit 62 of the control device 60 so as to be communicable by wire or wirelessly. The battery 38 can communicate with the control unit 62 by, for example, power line communication (PLC).

The motor 12 assists the propulsion of the human-powered vehicle 10. The motor 12 includes an electric motor. The motor 12 is provided so as to transmit rotation to the power transmission path of the human-powered driving force H from the pedal 22 to the rear wheels or to the front wheels. The power transmission path of the human-powered driving force H from the pedal 22 to the rear wheels includes the rear wheels. In the present embodiment, the motor 12 is provided so as to transmit the rotation to the first rotating body 26. The motor 12 and the housing in which the motor 12 is provided constitute a drive unit. The power transmission path between the motor 12 and the crankshaft 14A preferably prevents the motor 12 from rotating due to the rotational force of the crank 14 when the crankshaft 14A is rotated in the direction in which the human-powered vehicle 10 advances. A third one-way clutch is provided. The motor 12 is configured to transmit torque to the upstream side of the transmission 18 in the transmission path of the human-powered driving force H input to the crankshaft 14A.

The transmission 18 is preferably configured to change the shift ratio R stepwise. The transmission 18 includes an electric actuator 18A and a transmission body 18B driven by the electric actuator 18A. The control unit 62 of the control device 60 controls the electric actuator 18A. The electric actuator 18A includes an electric motor and a drive circuit that controls electric power applied to the electric motor. The electric actuator 18A causes the transmission main body 18B to perform a shifting operation. The drive circuit 46 included in the electric actuator 18A is communicably connected to the control unit 62 by wire or wirelessly. The electric actuator 18A can communicate with the control unit 62 by, for example, power line communication (PLC). The electric actuator 18A causes the transmission main body 18B to execute a shifting operation in response to a control signal from the control unit 62. The transmission 18 includes, for example, at least one of an internal hub transmission and an external transmission (derailleur). The derailleur includes at least one of a front derailleur and a rear derailleur. In this embodiment, the transmission 18 includes a rear derailleur. As the transmission 18, various types of transmissions such as a CVT (Continuously Variable Transmission) can be used. The transmission 18 may be provided, for example, in the housing of the drive unit.

The transmission 18 of the human-powered vehicle 10 in which the control device 60 of the present embodiment is used may be configured so that the shift ratio R can be changed by using the electric actuator 18A. For example, the transmission 18A does not use the electric actuator 18A. The ratio R may be changed. For example, the transmission 18 may be a mechanical transmission in which the electric actuator 18A is omitted, the rider is connected to an operation unit that can be operated by a Bowden cable, and the rider manually shifts gears. The control device 60 of the present embodiment can be particularly preferably used when the control unit 62 is not electrically connected to the transmission 18. For example, the transmission 18 may be an electric transmission that is connected to an operation unit that can be operated by the rider by an electric cable or a wireless communication device, and the rider manually shifts gears.

The control device 60 includes a control unit 62. The control unit 62 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing units may be provided at a plurality of locations separated from each other. The control unit may include one or more microcomputers. The control device 60 may further include a storage unit 64. The storage unit 64 stores various control programs and information used for various control processes. The storage unit 64 includes, for example, a non-volatile memory and a volatile memory. Information on the gear ratio that can be set by the transmission 18 is stored in the storage unit 64. The storage unit 64 preferably stores information on all gear ratios that can be set by the transmission 18.

The control device 60 preferably further includes a drive circuit 46 of the motor 12. The drive circuit 46 and the control unit 62 are preferably provided in the housing of the motor 12. The drive circuit 46 and the control unit 62 are provided on the same circuit board, for example. The drive circuit 46 includes an inverter circuit. The drive circuit 46 controls the electric power supplied from the battery 38 to the motor 12. The drive circuit 46 is communicably connected to the control unit 62 by wire or wirelessly. The drive circuit 46 can communicate with the control unit 62 by, for example, serial communication. The drive circuit 46 drives the motor 12 in response to a control signal from the control unit 62.

The control device 60 controls the motor 12 according to the traveling speed V of the human-powered vehicle 10, the rotational speed N of the crankshaft 14A, and the human-powered driving force H. The control device 60 preferably includes a vehicle speed sensor 48 for detecting the traveling speed of the human-powered vehicle 10. The control device 60 preferably further includes a crank rotation sensor 50 for detecting the rotation speed N of the crankshaft 14A, and a torque sensor 52 for detecting the human-powered driving force H.

The vehicle speed sensor 48 is preferably configured to detect magnets provided on the wheels of the human-powered vehicle 10. The vehicle speed sensor 48 is preferably configured to output a predetermined number of detection signals during one rotation of the wheel. The predetermined number of times is preferably 1. The vehicle speed sensor 48 is used to detect the rotational speed of the wheels of the human-powered vehicle 10. The vehicle speed sensor 48 outputs a signal according to the rotation speed of the wheels. The control unit 62 can calculate the traveling speed V of the human-powered vehicle 10 based on the rotation speed of the wheels. The vehicle speed sensor 48 preferably includes a magnetic lead or a Hall element that constitutes a reed switch. The vehicle speed sensor 48 may be attached to the chain stay of the frame 20 of the human-powered vehicle 10 to detect magnets attached to the rear wheels, or may be provided on the front fork 32 to detect magnets attached to the front wheels. May be good. In the present embodiment, the vehicle speed sensor 48 is configured such that the reed switch detects the magnet once when the wheel makes one rotation.

The crank rotation sensor 50 is used to detect the rotation speed N of the crankshaft 14A. The crank rotation sensor 50 is attached to, for example, the frame 20 of the human-powered vehicle 10. The crank rotation sensor 50 includes a magnetic sensor that outputs a signal according to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided in the crankshaft 14A, a member that rotates in conjunction with the crankshaft 14A, or a power transmission path between the crankshaft 14A and the first rotating body 26. .. The member that rotates in conjunction with the crankshaft 14A includes the output shaft of the motor 12. The crank rotation sensor 50 outputs a signal corresponding to the rotation speed N of the crankshaft 14A. The magnet may be provided on a member that rotates integrally with the crankshaft 14A in the power transmission path of the human-powered driving force H from the crankshaft 14A to the first rotating body 26. For example, the magnet may be provided on the first rotating body 26 when the first one-way clutch is not provided between the crankshaft 14A and the first rotating body 26. The crank rotation sensor 50 may include an optical sensor, an acceleration sensor, a torque sensor, or the like instead of the magnetic sensor.

The torque sensor 52 is used to detect the torque of the human-powered driving force H input to the crank 14. For example, when the first one-way clutch is provided in the power transmission path, the torque sensor 52 is provided on the upstream side of the power transmission path with respect to the first one-way clutch. The torque sensor 52 includes a strain sensor, a magnetostriction sensor, a pressure sensor, and the like. The strain sensor includes a strain gauge. The torque sensor 52 is provided in the power transmission path or a member included in the vicinity of the member included in the power transmission path. The member included in the power transmission path is, for example, a crankshaft 14A, a member that transmits a human-powered driving force H between the crankshaft 14A and the first rotating body 26, a crankarm 14B, or a pedal 22. The torque sensor 52 may include a wireless or wired communication unit. The human-powered driving force H may include the power of the human-powered driving force H. In this case, the power is the value obtained by multiplying the torque detected by the torque sensor 52 and the rotation speed N of the crankshaft 14A detected by the crank rotation sensor 50.

The control unit 62 controls a motor 12 configured to apply propulsive force to the human-powered vehicle 10. The control unit 62 has at least one of a first mode in which the motor 12 is controlled according to the human-powered driving force H and a second mode in which the motor 12 is not driven, and the motor 12 so as to assist pushing and walking of the human-powered vehicle 10. It is configured to be switchable between a third mode in which the motor can be driven. The control unit 62 is configured to switch between the first mode, the second mode, and the third mode by, for example, operating the operation unit provided in the operation device 66. The operation device 66 is connected to the control unit 62 via a wired or wireless unit so that a signal corresponding to the operation of the operation device 66 is transmitted to the control unit 62. One of the first mode and the second mode may be omitted.

In the first mode, the control unit 62 is configured to be able to change the assist ratio X of the assist force M by the motor 12 to the predetermined human-powered driving force H and the assist state A regarding at least one of the assist force M by the motor 12. To.

In the first mode, the control unit 62 controls the motor 12 so that the assist force M by the motor 12 has a predetermined assist ratio X with respect to the human-powered driving force H, for example. For example, the control unit 62 may control the motor 12 so that the output torque TM of the assist force M by the motor 12 has a predetermined assist ratio X with respect to the torque TH of the human power drive force H of the human power drive vehicle 10. .. The control unit 62 controls the motor 12 in, for example, one control mode selected from a plurality of control modes having different assist ratios X. The torque ratio of the output torque TM of the assist force M by the motor 12 to the torque TH of the human power drive force H of the human power drive vehicle 10 may be described as the assist ratio X. For example, the control unit 62 may control the motor 12 so that the power WM (watt) of the motor 12 becomes a predetermined assist ratio X with respect to the power WH (watt) of the human-powered driving force H. .. The power WH of the human-powered driving force H is calculated by multiplying the human-powered driving force H by the rotation speed N of the crankshaft 14A. When the output of the motor 12 is input to the power path of the human-powered driving force H via the speed reducer, the output of the speed reducer is set to the assist force M. The control unit 62 outputs a control command to the drive circuit 46 of the motor 12 according to the torque TH of the human-powered driving force H or the power WH. The control command includes, for example, a torque command value.

The control unit 62 controls the motor 12 so that the maximum value MX of the assist force M is equal to or less than a predetermined value. The control unit 62 controls the motor 12 in, for example, one control mode selected from a plurality of control modes having different maximum values MX. The assist force M includes the output torque TM of the motor 12. The assist force M may include the power WM of the motor 12. In this case, the control unit 62 controls the motor 12 so that the power WM of the motor 12 is equal to or less than the predetermined value WM1. The predetermined value WM1 is 500 watts in one example. The predetermined value WM1 is 300 watts in another example. The control unit 62 may control the motor 12 so that the torque ratio AT is equal to or less than the predetermined torque ratio AT1. The predetermined torque ratio AT1 is 300% in one example.

The control unit 62 preferably controls the motor 12 according to at least one of the traveling speed V and the rotation speed N of the crankshaft 14A. For example, the control unit 62 controls the motor 12 so that the assist ratio X and the assist force M increase as the amount of rotation of the crank 14 increases at the start of traveling. Specifically, when the traveling speed V or the rotation speed N of the crankshaft 14A becomes larger than 0 to 0, the control unit 62 has at least one of the assist ratio X and the assist force M as the rotation amount of the crank 14 increases. The motor 12 is controlled so as to be large. For example, the control unit 62 stops the motor 12 when the traveling speed V becomes equal to or higher than the predetermined speed VA. The predetermined speed VA is, for example, 45 km / h. The predetermined speed VA may be less than 45 km / h, for example, 25 km / h.

The control unit 62 estimates the shift ratio R according to the traveling speed V of the human-powered vehicle 10 and the rotation speed N of the crankshaft 14A in at least one of the first mode and the second mode. The control unit 62 is configured to be able to control the rotation speed of the motor 12 according to the estimated shift ratio RZ in the third mode.

When the control device 60 includes the vehicle speed sensor 48 and the crank rotation sensor 50, the control unit 62 divides the wheel rotation speed detected by the vehicle speed sensor 48 by the rotation speed N of the crankshaft 14A to obtain a shift ratio. Estimate R. The control device 60 of the present embodiment preferably does not include a shift state detection unit. The control device 60 may further include a shift state detection unit. The shift state detection unit outputs, for example, a signal corresponding to the position of the movable portion of the transmission 18 to the control unit 62. The position of the movable part of the transmission 18 corresponds to the shift ratio R. The shift state detection unit may detect the rotational position of the motor of the electric actuator 18A of the transmission 18 or the rotational position of the rotating member in the speed reducer connected to the motor 12.

The control unit 62 is configured to drive the motor 12 in response to the operation of the operating device 66, preferably in the third mode. The operating device 66 is provided on the handlebar 34, for example. The operating device 66 preferably includes at least one of a rider-operable button and switch. The operation unit for switching the operation mode and the operation unit for driving the motor 12 in the third mode may be separate or common. When the operation unit for switching the operation mode and the operation unit for driving the motor 12 in the third mode are separate, the operation unit for switching the operation mode may be provided in the operation device 66, and the operation device 66 It may be provided in a different device. In the third mode, the control unit 62 is configured to drive the motor 12 while the operating device 66 is operated and a predetermined third condition is satisfied. At least one of the predetermined third conditions is that the crankshaft 14A of the human-powered vehicle 10 is not rotating and that the traveling speed V of the human-powered vehicle 10 is equal to or less than the predetermined second speed VY. Including. The predetermined third condition is preferably both that the crankshaft 14A of the human-powered vehicle 10 is not rotating and that the traveling speed V of the human-powered vehicle 10 is equal to or less than the predetermined second speed VY. including. In the present embodiment, in the third mode, the control unit 62 is configured to be able to drive the motor 12 while the operating device 66 is being operated. In the third mode, when the operating device 66 is no longer operated, the control unit 62 may maintain the third mode or switch from the third mode to the first mode or the second mode. In the third mode, the control unit 62 stops the driving of the motor 12 even if the operating device 66 is operated when the predetermined third condition is no longer satisfied. When the predetermined third condition is no longer satisfied in the third mode, the control unit 62 stops driving the motor 12 even if the operating device 66 is being operated, and the third mode to the first mode or the first mode You may switch to two modes.

When the shift ratio R cannot be estimated in the first mode and the second mode, the control unit 62 controls the rotation speed of the motor 12 according to the predetermined shift ratio RY in the third mode. When the shift ratio R cannot be estimated in the first mode and the second mode, and when one of the first mode and the second mode is switched to the third mode, the control unit 62 determines in advance in the third mode. The rotation speed of the motor 12 is controlled according to the shift ratio RY. The control unit 62 preferably cannot estimate the speed change ratio R from one of the first mode and the second mode in the control cycle immediately before switching to the third mode, and one of the first mode and the second mode. When the mode is switched to the third mode, the rotation speed of the motor 12 is controlled according to a predetermined shift ratio RY in the third mode. The predetermined shift ratio RY is preferably the maximum shift ratio R of the shift ratio R, but may be a shift ratio R larger than the intermediate shift ratio R of the shift ratio R. When the control unit 62 controls the motor 12 according to a predetermined speed change ratio RY to drive the motor 12 to a predetermined rotation speed, the traveling speed V of the human-powered vehicle 10 drives the motor 12. It is possible to suppress exceeding the predetermined speed VX only by the force. The predetermined speed VX is, for example, a speed in the range of 3 km / h to 6 km / h, for example, 5 km / h. Information about the predetermined shift ratio RY is stored in the storage unit 64.

After driving the motor 12 in the third mode, the control unit 62 may be configured to be able to control the rotation speed of the motor 12 according to the rotation speed of the motor 12 and the traveling speed V of the human-powered vehicle 10. ..

The control unit 62 preferably sets the rotational speed of the motor 12 and the traveling speed V of the human-powered vehicle 10 when controlling the rotational speed of the motor 12 according to the estimated shift ratio RZ in the third mode. When the shift ratio RM calculated based on the basis is substantially different from the estimated shift ratio RZ, the rotation speed of the motor 12 is controlled according to the calculated shift ratio RM. The control unit 62 calculates the shift ratio RM by, for example, dividing the wheel rotation speed detected by the vehicle speed sensor 48 by the rotation speed of the motor 12. When a speed reducer is provided between the motor 12 and the crankshaft 14A, the control unit 62 preferably calculates the shift ratio RM by using the final output of the speed reducer as the rotation speed of the motor 12.

The control unit 62 preferably sets the rotational speed of the motor 12 and the traveling speed V of the human-powered vehicle 10 in the case of controlling the rotational speed of the motor 12 according to the estimated shift ratio RZ in the third mode. When the shift ratio RM calculated based on the shift ratio RM is larger than the estimated shift ratio RZ, the rotation speed of the motor 12 is reduced. The control unit 62 preferably sets the rotational speed of the motor 12 and the traveling speed V of the human-powered vehicle 10 when controlling the rotational speed of the motor 12 according to the estimated gear shifting ratio RZ in the third mode. When the shift ratio RM calculated based on the above is smaller than the estimated shift ratio RZ, the rotation speed of the motor 12 is increased when the first condition predetermined is satisfied. The predetermined first condition is satisfied, for example, when the shift ratio RM is calculated for each predetermined cycle and the calculated shift ratio RM is smaller than the shift ratio RZ estimated continuously a predetermined number of times. As a result, for example, it is possible to prevent the rotation speed of the motor 12 from increasing due to erroneous detection and the traveling speed V of the human-powered vehicle 10 from increasing. The predetermined number of times is, for example, between 2 and 5, preferably 3.

The control unit 62 preferably controls the rotation speed of the motor 12 according to a predetermined speed change ratio RY in the third mode, based on the rotation speed of the motor 12 and the traveling speed V of the human-powered vehicle 10. When the shift ratio RM calculated in the above is substantially different from the predetermined shift ratio RY, the rotation speed of the motor 12 is controlled according to the calculated shift ratio RM.

The control unit 62 preferably has a rotation speed of the motor 12 when the shift ratio RM calculated based on the rotation speed of the motor 12 and the traveling speed V of the human-powered vehicle 10 is larger than the predetermined shift ratio RY. To make it smaller. The control unit 62 preferably sets a second condition in advance when the shift ratio R calculated based on the rotation speed of the motor 12 and the traveling speed V of the human-powered vehicle 10 is smaller than the predetermined shift ratio RY. When the condition is satisfied, the rotation speed of the motor 12 is increased. The predetermined second condition is satisfied, for example, when the shift ratio RM is calculated for each predetermined cycle and the calculated shift ratio RM is continuously smaller than the predetermined shift ratio RY a predetermined number of times. As a result, for example, it is possible to prevent the rotation speed of the motor 12 from increasing due to erroneous detection and the speed of the human-powered vehicle 10 from increasing. The predetermined number of times is, for example, between 2 and 5, preferably 3.

The process of controlling the motor 12 will be described with reference to FIGS. 3 and 4. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S40 of the flowchart shown in FIG. When the flowcharts of FIGS. 3 and 4 are completed, the control unit 62 repeats the process from step S40 after a predetermined cycle until the power supply is stopped.

In step S40, the control unit 62 determines whether or not it is the first mode or the second mode. If the control unit 62 is not in the first mode and is not in the second mode, the control unit 62 proceeds to step S45. In the case of the first mode or the second mode, the control unit 62 shifts to step S41.

In step S41, the control unit 62 determines whether or not the crankshaft 14A is rotating and the wheels are rotating. When the control unit 62 determines in step S41 that the crankshaft 14A is rotating and the wheels are rotating, the process proceeds to step S42. When the control unit 62 determines in step S41 that at least one of the crankshaft 14A and the wheels is not rotating, the process proceeds to step S45.

In step S42, the control unit 62 determines whether or not the traveling speed V and the rotation speed N of the crankshaft 14A are stable. In step S42, the control unit 62 determines the shift ratio R in each detection cycle from, for example, the latest detection value of the traveling speed V and the latest detection value of the rotation speed N of the crankshaft 14A. To estimate. The control unit 62 sets the range of the shift ratio R of the two adjacent shift stages formed by the transmission 18 so that the maximum shift ratio RZ and the minimum shift ratio RZ of the estimated shift ratio RZ are set. If it does not exceed, it may be determined that the traveling speed V and the rotation speed N of the crankshaft 14A are stable. The most recent plurality of times is preferably, for example, 2 to 5, and is, for example, 3.

In step S42, the control unit 62 has a shift ratio RZ estimated from, for example, the latest detection value of the traveling speed V and the latest detection value of the rotation speed N of the crank shaft 14A. If the ratio of the maximum shift ratio RZ to the minimum shift ratio RZ is within a predetermined range, it may be determined that the traveling speed V and the rotation speed N of the crank shaft 14A are stable.

In step S42, the control unit 62 may determine that the traveling speed V is stable, for example, when the detection values of the most recent plurality of times of the traveling speed V are within a predetermined range. The control unit 62 may determine that the rotation speed N of the crankshaft 14A is stable, for example, when the detection values of the most recent plurality of rotation speeds N of the crankshaft 14A are within a predetermined range.

In step S42, the control unit 62 has a shift ratio RZ estimated from, for example, the latest detection value of the traveling speed V and the latest detection value of the rotation speed N of the crankshaft 14A. If the difference between the maximum shift ratio RZ and the minimum shift ratio RZ is within a predetermined range, it may be determined that the traveling speed V and the rotation speed N of the crankshaft 14A are stable.

When the traveling speed V and the rotation speed N of the crankshaft 14A are stable, the control unit 62 shifts to step S43. In step S43, the control unit 62 estimates the shift ratio R, stores the estimated shift ratio RZ in the storage unit 64, and proceeds to step S45. The storage unit 64, for example, updates the estimated shift ratio RZ to the storage unit 64 and stores it.

If the traveling speed V and the rotation speed N of the crankshaft 14A are not stable in step S42, the control unit 62 shifts to step S44. The control unit 62 stores in the storage unit 64 that the shift ratio R could not be estimated in step S44, and proceeds to step S45. In step S44, the control unit 62 may set a flag indicating that the shift ratio R could not be estimated. In the storage unit 64, for example, any one of the estimated shift ratio RZ and the flag indicating that the shift ratio R could not be estimated is stored. If the determination in step S42 is YES, the control unit 62 stores the shift ratio RZ estimated in step S43 together with the time in the storage unit 64. If the determination in step S42 is NO, the control unit 62 stores only the time in step S44. It may be memorized that the shift ratio R could not be estimated by storing in 64. In this case, the control unit 62 has a clock function. In the initial state, for example, the storage unit 64 stores a flag indicating that the shift ratio R could not be estimated. When the electric power from the battery 38 is supplied, the storage unit 64 may be configured to store a flag indicating that the shift ratio R could not be estimated.

The control unit 62 determines in step S45 whether or not the mode is the third mode. If the control unit 62 is not in the third mode, the control unit 62 shifts to step S40. In the case of the third mode, the control unit 62 shifts to step S46. The control unit 62 may be configured to operate in the first mode or the second mode when the power is supplied and started. In this case, step S40 is omitted, and if the determination in step S45 is NO, the step You may move to S41.

In step S46, the control unit 62 determines whether or not the shift ratio R can be estimated. For example, when the storage unit 64 stores that the shift ratio R could not be estimated, the control unit 62 determines that the shift ratio R could not be estimated, and the storage unit 64 could not estimate the shift ratio R. If this is not stored, it is determined that the shift ratio R can be estimated. For example, when the estimated shift ratio RZ of the time corresponding to the control cycle immediately before the transition to the third mode is stored in the storage unit 64, the control unit 62 determines that the shift ratio R can be estimated, and determines that the shift ratio R can be estimated. If the estimated shift ratio RZ at the time corresponding to the control cycle immediately before shifting to the three modes is not stored in the storage unit 64, it may be determined that the shift ratio R cannot be estimated.

When the estimated shift ratio R is stored in the storage unit 64 in step S46, the control unit 62 shifts to step S47. In step S47, the control unit 62 controls the rotation speed of the motor 12 according to the estimated shift ratio RZ while the operating device 66 is operated and the predetermined third condition is satisfied, and step S48 Move to. In step S48, the control unit 62 determines whether the traveling speed V and the rotation speed of the motor 12 are stable, and the calculated shift ratio RM is substantially different from the estimated shift ratio RZ. To do. The control unit 62 calculates, for example, when the traveling speed V and the rotation speed of the motor 12 are stable, and the calculated shift ratio RM is separated from the estimated shift ratio RZ by the first predetermined value or more. It is determined that the shift ratio RM to be performed is substantially different from the estimated shift ratio RZ. When the calculated shift ratio RM is substantially different from the estimated shift ratio RZ, the control unit 62 shifts to step S49. When the control unit 62 determines in step S48 that, for example, the traveling speed V and the rotation speed of the motor 12 are not stable, the control unit 62 proceeds to step S50. The determination of whether or not the traveling speed V and the rotation speed of the motor 12 are stable in step S48 is the same as in the case of step S41 in which the rotation speed N of the crankshaft 14A is replaced with the rotation speed of the motor 12. ..

In step S49, the control unit 62 controls the rotation speed of the motor 12 according to the calculated shift ratio RM while the operating device 66 is operated and the predetermined third condition is satisfied, and the control unit 62 controls the rotation speed of the motor 12 in step S50. Move to. In step S48, the control unit 62 proceeds to step S50 when the traveling speed V and the rotation speed of the motor 12 are stable and the calculated shift ratio RM is substantially equal to the estimated shift ratio RZ. Transition. When shifting from step S48 to step S50, the control unit 62 maintains a process of controlling the rotation speed of the motor 12 according to the estimated shift ratio RZ set in step S47.

If the shift ratio RZ is not stored in step S46, the control unit 62 shifts to step S51. In step S51, the control unit 62 controls the rotation speed of the motor 12 according to the predetermined speed change ratio RY while the operating device 66 is operated and the predetermined third condition is satisfied, and in step S52. Transition. In step S52, the control unit 62 determines whether the traveling speed V and the rotation speed of the motor 12 are stable, and the calculated shift ratio RM is substantially different from the predetermined shift ratio RY. .. The control unit 62 calculates, for example, when the traveling speed V and the rotation speed of the motor 12 are stable, and the calculated shift ratio RM is separated from the predetermined shift ratio RY by a second predetermined value or more. It is determined that the shift ratio RM is substantially different from the predetermined shift ratio RY. When the calculated shift ratio RM is substantially different from the predetermined shift ratio RY, the control unit 62 shifts to step S53. When the control unit 62 determines in step S52 that, for example, the traveling speed V and the rotation speed of the motor 12 are not stable, the control unit 62 proceeds to step S50. Regarding the determination of whether or not the traveling speed V and the rotation speed N of the rotation speed of the motor 12 in step S52 are stable, the rotation speed N of the crank shaft 14A in the case of step S41 is replaced with the rotation speed of the motor 12. Is similar to.

In step S53, the control unit 62 controls the rotation speed of the motor 12 according to the calculated shift ratio RM while the operating device 66 is operated and the predetermined third condition is satisfied, and step S50. Move to. In step S52, the control unit 62 determines that the shift ratio RM calculated while the operating device 66 is operated and the predetermined third condition is satisfied is not substantially different from the predetermined shift ratio RY. , Step S50. When shifting from step S52 to step S50, the control unit 62 responds to the preset speed change ratio RY set in step S51 while the operating device 66 is operated and the predetermined third condition is satisfied. The process of controlling the rotation speed of the motor 12 is maintained.

In step S50, the control unit 62 determines whether or not the mode is the third mode. In the case of the third mode, the control unit 62 shifts to step S46. If the control unit 62 is not in the third mode, the control unit 62 ends the process.

In the processes shown in FIGS. 3 and 4, step S48 may be omitted, and the control unit 62 may shift to step S49 after step S47. In the processes shown in FIGS. 3 and 4, step S48 and step S49 may be omitted, and the control unit 62 may shift to step S50 after step S47.

In the processes shown in FIGS. 3 and 4, step S52 may be omitted, and the control unit 62 may shift to step S53 after step S51. In the processes shown in FIGS. 3 and 4, step S52 and step S53 may be omitted, and the control unit 62 may shift to step S50 after step S51.

In step S49 and step S53, the control unit 62 controls the motor 12 when the shift ratio RM is larger than the predetermined shift ratio RY while the operating device 66 is operated and the predetermined third condition is satisfied. When the rotation speed of the motor 12 is reduced and the shift ratio R is smaller than the predetermined shift ratio RY, the rotation speed of the motor 12 may be increased when the predetermined second condition is satisfied.

(Second Embodiment)
The control device 60 of the second embodiment will be described with reference to FIGS. 2 and 5. The control device 60 of the second embodiment is the same as that of the first embodiment except that the motor 12 is controlled so that the rotation speed of the motor 12 becomes a predetermined rotation speed in the third mode. The configurations common to the two embodiments are designated by the same reference numerals as those of the first embodiment, and duplicate description will be omitted.

After driving the motor 12 so that the rotation speed of the motor 12 becomes a predetermined rotation speed in the third mode, the control unit 62 responds to the rotation speed of the motor 12 and the traveling speed V of the human-powered vehicle 10. When the shift ratio RM of the human-powered vehicle 10 is calculated and the calculated shift ratio RM is substantially different from the predetermined shift ratio RY, the traveling speed V is predetermined according to the calculated shift ratio RM. The rotation speed of the motor 12 is controlled so as to approach the 1-speed VZ. The control unit 62 preferably has a rotation speed of the motor 12 when the shift ratio RM calculated based on the rotation speed of the motor 12 and the traveling speed V of the human-powered vehicle 10 is larger than the predetermined shift ratio RY. To make it smaller. The control unit 62 preferably sets a second condition in advance when the shift ratio R calculated based on the rotation speed of the motor 12 and the traveling speed V of the human-powered vehicle 10 is smaller than the predetermined shift ratio RY. When the condition is satisfied, the rotation speed of the motor 12 is increased. The predetermined first speed VZ is, for example, a speed in the range of 3 km / h to 6 km / h, for example, 5 km / h.

The process of controlling the motor 12 will be described with reference to FIG. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S61 of the flowchart shown in FIG. When the flowchart of FIG. 5 is completed, the control unit 62 repeats the process from step S61 after a predetermined cycle until the power supply is stopped.

In step S61, the control unit 62 determines whether or not the mode is the third mode. If the control unit 62 is not in the third mode, the control unit 62 ends the process. In the case of the third mode, the control unit 62 shifts to step S62. In step S62, the control unit 62 drives the motor 12 so that the rotation speed of the motor 12 becomes a predetermined rotation speed while the operation device 66 is operated and the predetermined third condition is satisfied. The process proceeds to step S63. The predetermined rotation speed is set so that the traveling speed V of the human-powered vehicle 10 does not exceed the predetermined first speed VZ in the case of the maximum speed change ratio R. In step S63, the control unit 62 sets the human-powered vehicle 10 according to the rotating speed of the motor 12 and the traveling speed V of the human-powered vehicle 10 in a state where the traveling speed V and the rotation speed of the motor 12 are stable. It is determined whether or not the shift ratio RM of can be calculated. If the determination in step S63 is YES, the control unit 62 shifts to step S64. If the determination in step S63 is NO, the control unit 62 ends the flowchart.

In step S64, the control unit 62 determines whether or not the shift ratio RM calculated while the operating device 66 is operated and the predetermined third condition is satisfied is substantially different from the predetermined shift ratio RY. Is determined. When the calculated shift ratio RM is substantially different from the predetermined shift ratio RY, the control unit 62 shifts to step S65. In step S65, the control unit 62 sets the traveling speed V to the predetermined first speed VZ according to the calculated shift ratio RM while the operating device 66 is operated and the predetermined third condition is satisfied. The rotation speed of the motor 12 is controlled so as to approach the motor 12, and the process proceeds to step S66.

In step S64, the control unit 62 determines that the shift ratio RM calculated while the operating device 66 is operated and the predetermined third condition is satisfied is not substantially different from the predetermined shift ratio RY. The process proceeds to step S67. In step S67, the control unit 62 causes the traveling speed V to approach the predetermined first speed VZ according to the predetermined speed change ratio RY while the operating device 66 is operated and the predetermined third condition is satisfied. The rotation speed of the motor 12 is controlled so as to move to step S66. The control unit 62 may drive the motor 12 in the same manner as in step S62 while the operating device 66 is operated in step S67 and the predetermined third condition is satisfied. The predetermined shift ratio RY is preferably the maximum shift ratio R among the shift ratios R that can be set by the transmission 18.

In step S66, the control unit 62 determines whether or not the mode is the third mode. In the case of the third mode, the control unit 62 shifts to step S63. If the control unit 62 is not in the third mode, the control unit 62 ends the process.

(Modification example)
The description of the embodiments is an example of possible embodiments of the control device for a manpower driven vehicle according to the present invention, and is not intended to limit the embodiments. The control device for a human-powered vehicle according to the present disclosure may take, for example, a modification of the embodiment shown below and a combination of at least two modifications that are consistent with each other. In the following modification, the parts common to the embodiment are designated by the same reference numerals as those in the embodiment, and the description thereof will be omitted.

-In the first and second embodiments, when the operating device 66 is operated and the predetermined third condition is satisfied, the control unit 62 drives the motor 12, but the predetermined third condition is satisfied. Even if this is not done, the control unit 62 may drive the motor 12 when the operating device 66 is operated.

The crank rotation sensor 50 may be configured to detect the rotation of the motor 12. In the first mode, when the crankshaft 14A rotates and the motor 12 is driven, the rotation speed N of the crankshaft 14A is proportional to the rotation speed of the motor 12, so that the control unit 62 of the motor 12 The rotation speed N of the crankshaft 14A can be calculated from the rotation. In this modification, preferably, the processing of step S48 and step S49 of FIG. 4 is omitted, and the control unit 62 shifts to step S50 after the processing of step S47.

As used herein, the expression "at least one" means "one or more" of the desired choice. As an example, the expression "at least one" as used herein means "only one option" or "both two options" if the number of options is two. As another example, the expression "at least one" as used herein means "only one option" or "combination of two or more arbitrary options" if the number of options is three or more. Means.

10 ... Human-powered vehicle, 12 ... Motor, 14A ... Crankshaft, 16A ... Drive wheels, 18 ... Transmission, 48 ... Vehicle speed sensor, 60 ... Control device, 62 ... Control unit, 66 ... Operation device.

Claims (15)

It is a control device for human-powered vehicles.
Includes a control unit that controls a motor configured to add propulsion to a human-powered vehicle
The man-powered vehicle includes a transmission for changing the speed change ratio of the rotation speed of the drive wheels of the man-powered vehicle to the rotation speed of the crankshaft of the man-powered vehicle.
The motor is configured to transmit torque to the upstream side of the transmission in the transmission path of the human-powered driving force input to the crankshaft.
The control unit
At least one of a first mode in which the motor is controlled according to the human-powered driving force and a second mode in which the motor is not driven, and a second mode in which the motor can be driven so as to assist pushing and walking of the human-powered vehicle. It is configured to be switchable between 3 modes.
In at least one of the first mode and the second mode, the shift ratio is estimated according to the traveling speed of the human-powered vehicle and the rotation speed of the crankshaft.
A control device configured to be able to control the rotational speed of the motor according to the estimated gear shifting ratio in the third mode. According to claim 1, when the control unit cannot estimate the shift ratio in the first mode and the second mode, the control unit controls the rotation speed of the motor according to a predetermined shift ratio in the third mode. The control device described. The control unit
After driving the motor in the third mode, the rotation speed of the motor can be controlled according to the rotation speed of the motor and the traveling speed of the human-powered vehicle.
In the third mode, when the rotation speed of the motor is controlled according to the predetermined shift ratio, the shift ratio calculated based on the rotation speed of the motor and the traveling speed of the human-powered vehicle is calculated. The control device according to claim 2, wherein the rotation speed of the motor is controlled according to the calculated shift ratio when the shift ratio is substantially different from the predetermined shift ratio. After driving the motor in the third mode, the control unit is configured to be able to control the rotation speed of the motor according to the rotation speed of the motor and the traveling speed of the human-powered vehicle. The control device according to claim 1 or 2. The control unit calculates based on the rotation speed of the motor and the traveling speed of the human-powered vehicle when controlling the rotation speed of the motor according to the estimated gear shifting ratio in the third mode. The control device according to claim 3 or 4, wherein when the speed change ratio to be performed is substantially different from the estimated speed change ratio, the rotation speed of the motor is controlled according to the calculated speed change ratio. The control unit calculates based on the rotation speed of the motor and the traveling speed of the human-powered vehicle when controlling the rotation speed of the motor according to the estimated gear shifting ratio in the third mode. The control device according to claim 5, wherein when the speed change ratio to be increased is larger than the estimated speed change ratio, the rotation speed of the motor is reduced. The control unit calculates based on the rotation speed of the motor and the traveling speed of the human-powered vehicle when controlling the rotation speed of the motor according to the estimated gear shifting ratio in the third mode. The control device according to claim 5 or 6, wherein when the speed change ratio is smaller than the estimated speed change ratio, the rotation speed of the motor is increased when a predetermined first condition is satisfied. It is a control device for human-powered vehicles.
Includes a control unit that controls a motor configured to add propulsion to a human-powered vehicle
The control unit is configured to be able to control the motor in a third mode in which the motor can be driven so as to assist pushing and walking of the human-powered vehicle, and the rotation speed of the motor is predetermined in the third mode. After driving the motor so as to be, the shift ratio of the human-powered vehicle is calculated according to the rotation speed of the motor and the traveling speed of the human-powered vehicle, and the calculated shift ratio is calculated in advance. A control device that controls the rotation speed of the motor so that the traveling speed approaches a predetermined first speed according to the calculated speed change ratio when the speed change ratio is substantially different from the predetermined speed change ratio. When the speed change ratio calculated based on the rotation speed of the motor and the traveling speed of the human-powered vehicle is larger than the predetermined speed change ratio, the control unit reduces the rotation speed of the motor. The control device according to claim 3 or 8. When the shift ratio calculated based on the rotation speed of the motor and the traveling speed of the human-powered vehicle is smaller than the predetermined shift ratio, the control unit satisfies the predetermined second condition. The control device according to any one of claims 3, 8 and 9, which increases the rotation speed of the motor. The vehicle speed sensor for detecting the traveling speed of the human-powered vehicle is included.
The vehicle speed sensor is configured to detect a magnet provided on a wheel of the human-powered vehicle, and is configured to output a predetermined number of detection signals during one rotation of the wheel. 10. The control device according to any one of 10. The control device according to claim 11, wherein the predetermined number of times is 1. The control device according to any one of claims 1 to 12, wherein the control unit is configured to drive the motor in response to an operation of the operating device in the third mode. The control device according to claim 13, wherein the control unit is configured to drive the motor while the operation device is operated and a predetermined third condition is satisfied. The predetermined third condition is satisfied in at least one case when the crankshaft of the manpower-driven vehicle is not rotating and when the traveling speed of the man-powered vehicle is equal to or less than the predetermined second speed. The control device according to claim 14.