JP7369531B2 - Control device for human-powered vehicles - Google Patents

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 Patent Application Publication No. 2000-344176

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

A control device according to a first 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, and the human-powered vehicle , a transmission for changing a gear ratio of the rotational speed of the drive wheels of the human-powered vehicle to the rotational speed of the crankshaft of the human-powered vehicle; The control unit is configured to transmit torque to an upstream side of the transmission in a transmission path, and the control unit is configured to control a first mode in which the motor is controlled according to the human power driving force, and a second mode in which the motor is not driven. and a third mode in which the motor can be driven to assist in pushing the human-powered vehicle, and in at least one of the first mode and the second mode. , estimating the gear ratio according to the traveling speed of the human-powered vehicle and the rotational speed of the crankshaft, and controlling the rotational speed of the motor in accordance with the estimated gear ratio in the third mode. configured as possible.
According to the control device of the first aspect, when pushing a human-powered vehicle around, the motor can be suitably controlled.

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

In the control device according to the third aspect according to the second aspect of the present disclosure, after driving the motor in the third mode, the control unit may be configured to adjust the rotation speed of the motor and the traveling speed of the human-powered vehicle. the rotational speed of the motor is configured to be controllable, and in the case where the rotational speed of the motor is controlled in accordance with the predetermined gear ratio in the third mode, the rotational speed of the motor and the human-powered vehicle are When the speed change ratio calculated based on the traveling speed of the motor is substantially different from the predetermined speed change ratio, the rotational speed of the motor is controlled according to the calculated speed change ratio.
According to the control device of the third aspect, even if the gear ratio is changed while the human-powered vehicle is stopped, the motor can be suitably controlled when the human-powered vehicle is being pushed around.

In the control device according to the fourth aspect according to the first or second aspect of the present disclosure, after driving the motor in the third mode, the control unit adjusts the rotational speed of the motor and the traveling speed of the human-powered vehicle. The rotational speed of the motor is configured to be controllable according to the rotational speed of the motor.
According to the control device according to the fourth aspect, even if the gear ratio is changed while the human-powered vehicle is stopped, the motor can be suitably controlled when the human-powered vehicle is being pushed around.

In the control device of the fifth aspect according to the third or fourth aspect of the present disclosure, the control unit may control the rotation speed of the motor according to the estimated gear ratio in the third mode. If the gear ratio calculated based on the rotational speed of the vehicle and the traveling speed of the human-powered vehicle is substantially different from the estimated gear ratio, the rotation of the motor is changed according to the calculated gear ratio. Control speed.
According to the control device of the fifth aspect, even if the gear ratio is changed while the human-powered vehicle is stopped, the motor can be suitably controlled when the human-powered vehicle is being pushed around.

In the control device of the sixth aspect according to the fifth aspect of the present disclosure, the control unit may control the rotation speed of the motor according to the estimated gear ratio in the third mode. and the traveling speed of the human-powered vehicle, the rotational speed of the motor is decreased when the speed change ratio calculated based on the speed change ratio is larger than the estimated speed change ratio.
According to the control device of the sixth aspect, when pushing the human-powered vehicle around, it is possible to prevent the running speed of the human-powered vehicle from becoming too fast.

In the control device of the seventh aspect according to the fifth or sixth aspect of the present disclosure, the control unit may control the rotation speed of the motor according to the estimated gear ratio in the third mode. If the speed change ratio calculated based on the rotation speed of the motor and the traveling speed of the human-powered vehicle is smaller than the estimated speed change ratio, the rotation speed of the motor may be increased if a predetermined first condition is met. do.
According to the control device of the seventh aspect, when pushing the human-powered vehicle around, it is possible to prevent the running speed of the human-powered vehicle from becoming too slow. Furthermore, since the rotational speed of the motor is not increased until the predetermined first condition is met, it is possible to prevent the running speed of the human-powered vehicle from increasing due to erroneous detection.

A control device according to an 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 propulsive force to the human-powered vehicle, and the control unit includes: The motor is configured to be controllable in a third mode in which the motor can be driven to assist in pushing the human-powered vehicle, and the motor is configured such that the rotational speed of the motor becomes a predetermined rotational speed in the third mode. After driving the motor, a gear ratio of the human-powered vehicle is calculated according to a rotational speed of the motor and a running speed of the human-powered vehicle, and the calculated gear ratio is a predetermined gear ratio. If the speed change ratio is substantially different, the rotational speed of the motor is controlled so that the traveling speed approaches a predetermined first speed according to the calculated speed change ratio.
According to the control device of the eighth aspect, even if the gear ratio is changed while the human-powered vehicle is stopped, the motor can be suitably controlled when the human-powered vehicle is being pushed around.

In the control device according to the ninth aspect according to the third or eighth aspect of the present disclosure, the control unit may be arranged such that the speed change ratio calculated based on the rotational speed of the motor and the traveling speed of the human-powered vehicle is If the speed change ratio is larger than a predetermined speed change ratio, the rotation speed of the motor is decreased.
According to the control device of the ninth aspect, when pushing the human-powered vehicle around, it is possible to prevent the running speed of the human-powered vehicle from becoming too fast.

In the control device according to the tenth aspect according to any one of the third, eighth, and ninth aspects of the present disclosure, the control unit controls the rotational speed of the motor and the traveling speed of the human-powered vehicle. When the speed change ratio calculated based on the speed change ratio is smaller than the predetermined speed change ratio, the rotational speed of the motor is increased when the second predetermined condition is satisfied.
According to the control device of the tenth aspect, when pushing the human-powered vehicle around, it is possible to prevent the traveling speed of the human-powered vehicle from becoming too slow. Furthermore, since the rotational speed of the motor is not increased until the predetermined second condition is met, it is possible to prevent the running speed of the human-powered vehicle from increasing due to erroneous detection.

The control device according to the eleventh aspect according to any one of the first to tenth aspects of the present disclosure, including a vehicle speed sensor for detecting the traveling speed of the human-powered vehicle, wherein the vehicle speed sensor is configured to detect the traveling speed of the human-powered vehicle. The vehicle is configured to detect a magnet provided on a wheel, and is configured to output a detection signal a predetermined number of times during one rotation of the wheel.
According to the control device of the eleventh aspect, the vehicle speed sensor can be realized with 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 one.
According to the control device of the twelfth aspect, the vehicle speed sensor can be realized with the simplest configuration that outputs a detection signal once during one rotation of the wheel.

In the control device according to the thirteenth aspect according to any one of the first to twelfth aspects of the present disclosure, the control section is configured to drive the motor in response to an operation of an operating device in the third mode. Ru.
According to the control device of the thirteenth aspect, by operating the operating device, the motor can assist in pushing the human-powered vehicle.

In the control device of the fourteenth aspect according to the thirteenth 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. Ru.
According to the control device of the fourteenth aspect, even if the operating device is operated, the motor is not driven unless the predetermined third condition is satisfied.

In the control device according to the fifteenth aspect 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 At least one of the following cases is satisfied: the second speed is less than or equal to the second speed.
According to the control device of the fifteenth aspect, the motor is not driven when the crankshaft is rotating and when the traveling speed of the human-powered vehicle increases.

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

FIG. 1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment. FIG. 1 is a block diagram showing an electrical configuration of a control device for a human-powered vehicle according to a first embodiment. 3 is a first part of a flowchart showing a first example of a process for controlling a motor executed by the control unit in FIG. 2; FIG. 3 is a second part of a flowchart showing a first example of a process for controlling a motor executed by the control unit in FIG. 2; FIG. 7 is a flowchart illustrating a second example of a process for controlling a motor executed by a control unit according to the second embodiment.

(First embodiment)
With reference to FIGS. 1 to 4, a control device 60 for a human-powered vehicle according to a first embodiment will be described. The human-powered vehicle 10 is a vehicle that can be driven by at least human-powered driving force H. The number of wheels of the human-driven vehicle 10 is not limited, 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 bikes, as well as electric bicycles (E-bikes). Electric bicycles include electric assist bicycles that use electric motors to assist in propulsion of the vehicle. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as a bicycle.

The human-powered vehicle 10 changes the speed ratio R of the rotational speed of the driving wheel 16A to the rotational speed of the crankshaft 14A, the motor 12 that provides propulsive force to the human-powered vehicle 10, the crankshaft 14A, and the drive wheel 16A. a transmission 18 for. The human-powered vehicle 10 further includes a driven wheel 16B, a crank 14, and a frame 20. A human 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 crank arms 14B that are provided at the ends of the crankshaft 14A in the axial direction. 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 wheel 16A is supported by the frame 20. The crank 14 and the drive wheel 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 to rotate the first rotating body 26 forward when the crank 14 rotates forward, and not to rotate the first rotating body 26 backward when the crank 14 rotates 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 . Connection member 30 includes, for example, a chain, a belt, or a shaft.

The second rotating body 28 is connected to the drive wheel 16A. The second rotating body 28 includes a sprocket, a pulley, or a bevel gear. Preferably, a second one-way clutch is provided between the second rotating body 28 and the drive wheel 16A. The second one-way clutch is configured to rotate the driving wheel 16A forward when the second rotating body 28 rotates forward, and not to rotate the driving wheel 16A backward when the second rotating body 28 rotates backward. .

One of the driving wheels 16A and the driven wheels 16B includes a front wheel, and the other of the driving wheels 16A and the driven wheels 16B includes a rear wheel. 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 embodiment, the rear wheel will be described as the drive wheel 16A, but the front wheel may be the drive wheel 16A.

The human-powered vehicle 10 includes a battery 38 for the human-powered vehicle. Battery 38 includes one or more battery elements. The battery element includes a rechargeable battery. The battery 38 supplies power to the control unit 62 of the control device 60. The battery 38 is preferably communicably connected to the control unit 62 of the control device 60 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 in propulsion of the human-powered vehicle 10. Motor 12 includes an electric motor. The motor 12 is provided to transmit rotation to the power transmission path of the human power driving force H from the pedals 22 to the rear wheels, or to the front wheels. The power transmission path of the human power driving force H from the pedal 22 to the rear wheel includes the rear wheel. In this embodiment, the motor 12 is provided to transmit rotation to the first rotating body 26 . The motor 12 and the housing in which the motor 12 is provided constitute a drive unit. Preferably, the power transmission path between the motor 12 and the crankshaft 14A is configured to prevent 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 moves forward. A third one-way clutch is provided. The motor 12 is configured to transmit torque upstream of the transmission 18 in the transmission path of the human power driving force H input to the crankshaft 14A.

The transmission 18 is preferably configured to change the gear ratio R in steps. 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 power applied to the electric motor. The electric actuator 18A causes the transmission body 18B to perform a speed change 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 body 18B to perform a speed change 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, 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 within the housing of the drive unit, for example.

The transmission 18 of the human-powered vehicle 10 in which the control device 60 of the present embodiment is used may be configured to be able to change the gear ratio R using the electric actuator 18A; The ratio R may be configured to be changeable. For example, the transmission 18 may be a mechanical transmission that omits the electric actuator 18A, is connected to an operation section that can be operated by the rider via a Bowden cable, and is manually changed by the rider. The control device 60 of this embodiment can be used particularly preferably 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 section that can be operated by a rider via an electric cable or a wireless communication device, and that is manually changed by the rider.

Control device 60 includes a control section 62 . The control unit 62 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing device includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing units may be provided at multiple locations separated from each other. The control unit may include one or more microcomputers. 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, nonvolatile memory and volatile memory. The storage unit 64 stores information on gear ratios that can be set by the transmission 18. The storage unit 64 preferably stores information on all speed ratios that can be set by the transmission 18.

Control device 60 preferably further includes a drive circuit 46 for motor 12 . The drive circuit 46 and the control section 62 are preferably provided in the housing of the motor 12. The drive circuit 46 and the control section 62 are provided, for example, on the same circuit board. Drive circuit 46 includes an inverter circuit. Drive circuit 46 controls the power supplied to motor 12 from battery 38 . 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 through serial communication, for example. The drive circuit 46 drives the motor 12 in response to a control signal from the control section 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. Control device 60 preferably includes a vehicle speed sensor 48 for detecting the traveling speed of human-powered vehicle 10 . The control device 60 preferably further includes a crank rotation sensor 50 for detecting the rotational speed N of the crankshaft 14A, and a torque sensor 52 for detecting the human power driving force H.

Vehicle speed sensor 48 is preferably configured to detect magnets provided on the wheels of human-powered vehicle 10 . The vehicle speed sensor 48 is preferably configured to output a detection signal a predetermined number of times during one revolution of the wheel. The predetermined number of times is preferably one. The vehicle speed sensor 48 is used to detect the rotational speed of the wheels of the human-powered vehicle 10. Vehicle speed sensor 48 outputs a signal according to the rotational speed of the wheels. The control unit 62 can calculate the traveling speed V of the human-powered vehicle 10 based on the rotational speed of the wheels. Vehicle speed sensor 48 preferably includes a magnetic reed constituting a reed switch or a Hall element. The vehicle speed sensor 48 may be attached to the chainstay of the frame 20 of the human-powered vehicle 10 to detect a magnet attached to the rear wheel, or may be attached to the front fork 32 to detect a magnet attached to the front wheel. Good too. In this embodiment, the vehicle speed sensor 48 is configured such that the reed switch detects the magnet once when the wheel rotates once.

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 the frame 20 of the human-powered vehicle 10, for example. The crank rotation sensor 50 includes a magnetic sensor that outputs a signal according to the strength of a 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 in a power transmission path between the crankshaft 14A and the first rotating body 26. . The members that rotate in conjunction with the crankshaft 14A include the output shaft of the motor 12. The crank rotation sensor 50 outputs a signal according to the rotation speed N of the crankshaft 14A. The magnet may be provided on a member that rotates together with the crankshaft 14A in the power transmission path of the human power 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 power 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 upstream of the first one-way clutch in the power transmission path. Torque sensor 52 includes a strain sensor, a magnetostrictive sensor, a pressure sensor, or the like. The strain sensor includes a strain gauge. The torque sensor 52 is provided on a power transmission path or a member included in the vicinity of a member included in the power transmission path. The members included in the power transmission path are, for example, the crankshaft 14A, a member that transmits the human power driving force H between the crankshaft 14A and the first rotating body 26, the crank arm 14B, or the pedal 22. Torque sensor 52 may include a wireless or wired communication section. The human power driving force H may include the power of the human power driving force H. In this case, the value obtained by multiplying the torque detected by the torque sensor 52 and the rotational speed N of the crankshaft 14A detected by the crank rotation sensor 50 is the power.

The control unit 62 controls the motor 12 configured to apply propulsive force to the human-powered vehicle 10 . The control unit 62 controls the motor 12 in at least one of a first mode in which the motor 12 is controlled according to the human power driving force H, and a second mode in which the motor 12 is not driven, and a second mode in which the motor 12 is controlled in accordance with the human power driving force H. and a third mode in which it is possible to drive. The control unit 62 is configured to switch between a first mode, a second mode, and a third mode, for example, by operating an operating unit provided on the operating device 66. The operating device 66 is connected to the control section 62 via a wired or wireless unit so that a signal corresponding to the operation of the operating device 66 is transmitted to the control section 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 power driving force H, and the assist state A regarding at least one of the assist force M by the motor 12. Ru.

In the first mode, the control unit 62 controls the motor 12 such that, for example, the assist force M by the motor 12 becomes a predetermined assist ratio X with respect to the human power driving force H. 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 becomes a predetermined assist ratio X with respect to the torque TH of the human-powered driving force H of the human-powered vehicle 10. . The control unit 62 controls the motor 12 in one control mode selected from a plurality of control modes with different assist ratios X, for example. The torque ratio of the output torque TM of the assist force M by the motor 12 to the torque TH of the human-powered driving force H of the human-powered vehicle 10 may be referred to as an assist ratio X. For example, the control unit 62 may control the motor 12 so that the power WM (watts) of the motor 12 becomes a predetermined assist ratio X with respect to the power WH (watts) of the human power driving force H. . The power WH of the human power driving force H is calculated by multiplying the human power driving force H by the rotational speed N of the crankshaft 14A. When the output of the motor 12 is input to the power path of the human power driving force H via a reduction gear, the output of the reduction gear is assumed to be 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 or power WH of the human power driving force H. 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 one control mode selected from a plurality of control modes having different maximum values MX, for example. Assist force M includes output torque TM of 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. In one example, the predetermined value WM1 is 500 watts. In another example, the predetermined value WM1 is 300 watts. The control unit 62 may control the motor 12 so that the torque ratio AT is equal to or less than a predetermined torque ratio AT1. In one example, the predetermined torque ratio AT1 is 300%.

The control unit 62 preferably controls the motor 12 according to at least one of the traveling speed V and the rotational 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 travel. Specifically, when the traveling speed V or the rotational speed N of the crankshaft 14A increases from 0 to 0, the control unit 62 controls at least one of the assist ratio X and the assist force M to increase as the rotation amount of the crank 14 increases. The motor 12 is controlled so that the motor becomes larger. 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 gear ratio R in at least one of the first mode and the second mode according to the traveling speed V of the human-powered vehicle 10 and the rotational speed N of the crankshaft 14A. In the third mode, the control unit 62 is configured to be able to control the rotational speed of the motor 12 according to the estimated gear ratio RZ.

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

In the third mode, the control unit 62 is preferably configured to drive the motor 12 in accordance with the operation of the operating device 66. The operating device 66 is provided on the handlebar 34, for example. The operating device 66 preferably includes at least one of a button and a switch that can be operated by the rider. The operating section for switching the operation mode and the operating section for driving the motor 12 in the third mode may be separate or may be common. If the operating section for switching the operating mode and the operating section for driving the motor 12 in the third mode are separate, the operating section for switching the operating mode may be provided on the operating device 66, and the operating section 66 may be different from the operating section. They may be provided in different devices. 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. The third predetermined condition is at least one of the following: the crankshaft 14A of the human-powered vehicle 10 is not rotating; and the traveling speed V of the human-powered vehicle 10 is equal to or lower than the second predetermined speed VY. include. Preferably, the third predetermined condition 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 lower than the second predetermined speed VY. including. In this embodiment, 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. In the third mode, when the operating device 66 is no longer operated, the control unit 62 may maintain the third mode, or may switch from the third mode to the first mode or the second mode. In the third mode, if the predetermined third condition is no longer satisfied, the control unit 62 stops driving the motor 12 even if the operating device 66 is being operated. In the third mode, if a predetermined third condition is no longer satisfied, the control unit 62 stops driving the motor 12 even if the operating device 66 is operated, and switches from the third mode to the first mode or the third mode. You may switch to 2 modes.

If the control unit 62 cannot estimate the gear ratio R in the first mode and the second mode, the control unit 62 controls the rotational speed of the motor 12 in the third mode according to the predetermined gear ratio RY. When the gear ratio R cannot be estimated in the first mode and the second mode, and when the shift ratio R is switched from one of the first mode and the second mode to the third mode, the control unit 62 controls a predetermined mode in the third mode. The rotational speed of the motor 12 is controlled according to the gear ratio RY. Preferably, in the control cycle immediately before switching from one of the first mode and the second mode to the third mode, if the gear ratio R cannot be estimated, and the control unit 62 selects one of the first mode and the second mode. When the mode is switched to the third mode, the rotational speed of the motor 12 is controlled in the third mode according to a predetermined gear ratio RY. The predetermined gear ratio RY is preferably the largest gear ratio R among the gear ratios R, but may be a gear ratio R larger than an intermediate gear ratio R among the gear ratios R. The control unit 62 controls the motor 12 according to a predetermined speed change ratio RY, so that when the motor 12 is driven to a predetermined rotation speed, the traveling speed V of the human-powered vehicle 10 becomes the driving speed of the motor 12. It is possible to prevent the speed from exceeding the predetermined speed VX only by force. The predetermined speed VX is, for example, a speed in a range of 3 km/h to 6 km/h, and is, for example, 5 km/h. Information regarding the predetermined gear ratio RY is stored in the storage section 64.

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

Preferably, in the third mode, when controlling the rotational speed of the motor 12 according to the estimated gear ratio RZ, the control unit 62 controls the rotational speed of the motor 12 and the running speed V of the human-powered vehicle 10. If the speed change ratio RM calculated based on the calculated speed change ratio RM is substantially different from the estimated speed change ratio RZ, the rotational speed of the motor 12 is controlled according to the calculated speed change ratio RM. The control unit 62 calculates the gear ratio RM by dividing the rotational speed of the wheels detected by the vehicle speed sensor 48 by the rotational speed of the motor 12, for example. When a reduction gear is provided between the motor 12 and the crankshaft 14A, the control unit 62 preferably calculates the gear ratio RM by using the final output of the reduction gear as the rotational speed of the motor 12.

Preferably, in the third mode, when controlling the rotational speed of the motor 12 according to the estimated gear ratio RZ, the control unit 62 controls the rotational speed of the motor 12 and the running speed V of the human-powered vehicle 10. If the speed change ratio RM calculated based on the calculated speed change ratio RM is larger than the estimated speed change ratio RZ, the rotational speed of the motor 12 is decreased. Preferably, in the third mode, when controlling the rotational speed of the motor 12 according to the estimated gear ratio RZ, the control unit 62 controls the rotational speed of the motor 12 and the running speed V of the human-powered vehicle 10. When the speed change ratio RM calculated based on the calculated speed change ratio RM is smaller than the estimated speed change ratio RZ, the rotational speed of the motor 12 is increased when the first predetermined condition is satisfied. The predetermined first condition is satisfied, for example, when the gear ratio RM is calculated at each predetermined cycle and the calculated gear ratio RM is smaller than the gear ratio RZ that has been continuously estimated a predetermined number of times. Thereby, for example, it is possible to prevent the rotational speed of the motor 12 from increasing in response to an erroneous detection, thereby preventing 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.

Preferably, in the third mode, when controlling the rotational speed of the motor 12 according to a predetermined gear ratio RY, the control unit 62 controls the rotational speed of the motor 12 based on the rotational speed of the motor 12 and the running speed V of the human-powered vehicle 10. If the calculated speed change ratio RM is substantially different from the predetermined speed change ratio RY, the rotational speed of the motor 12 is controlled according to the calculated speed change ratio RM.

Preferably, the control unit 62 controls the rotation speed of the motor 12 when the speed change 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 a predetermined speed change ratio RY. Make smaller. Preferably, when the speed change ratio R calculated based on the rotational speed of the motor 12 and the traveling speed V of the human-powered vehicle 10 is smaller than the predetermined speed change ratio RY, the control unit 62 sets the predetermined second condition. When the conditions are satisfied, the rotational speed of the motor 12 is increased. The predetermined second condition is satisfied, for example, when the gear ratio RM is calculated at each predetermined cycle and the calculated gear ratio RM is smaller than the predetermined gear ratio RY for a predetermined number of consecutive times. Thereby, for example, it is possible to prevent the rotational speed of the motor 12 from increasing in response to an erroneous detection, thereby preventing the speed of the human-powered vehicle 10 from increasing. The predetermined number of times is, for example, between 2 and 5, preferably 3.

Processing for 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. 3. After the flowcharts in FIGS. 3 and 4 are completed, the control unit 62 repeats the process from step S40 after a predetermined period until the power supply is stopped.

The control unit 62 determines whether the mode is the first mode or the second mode in step S40. If the mode is neither the first mode nor the second mode, the control unit 62 moves to step S45. In the case of the first mode or the second mode, the control unit 62 moves to step S41.

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

In step S42, the control unit 62 determines whether the traveling speed V and the rotational speed N of the crankshaft 14A are stable. In step S42, the control unit 62 determines the gear ratio R in each detection period based on, for example, the most recent detected value of the traveling speed V and the most recent detected value of the rotational speed N of the crankshaft 14A. Estimate. The control unit 62 determines that the maximum gear ratio RZ and the minimum gear ratio RZ of the estimated gear ratios RZ define the range of the gear ratios R of two adjacent gear stages formed by the transmission 18. If not, it may be determined that the traveling speed V and the rotational speed N of the crankshaft 14A are stable. The most recent number of times is preferably from 2 to 5, for example 3.

In step S42, the control unit 62 selects one of the speed change ratios RZ estimated from, for example, the most recent detected value of the traveling speed V and the most recent detected value of the rotational speed N of the crankshaft 14A. If the ratio between the maximum gear ratio RZ and the minimum gear ratio RZ is within a predetermined range, it may be determined that the traveling speed V and the rotational speed N of the crankshaft 14A are stable.

In step S42, the control unit 62 may determine that the traveling speed V is stable, for example, when the most recent detected values of the traveling speed V are within a predetermined range. For example, the control unit 62 may determine that the rotational speed N of the crankshaft 14A is stable when the most recent detected values of the rotational speed N of the crankshaft 14A are within a predetermined range.

In step S42, the control unit 62 selects one of the speed change ratios RZ estimated from, for example, the most recent detected value of the traveling speed V and the most recent detected value of the rotational speed N of the crankshaft 14A. If the difference between the maximum gear ratio RZ and the minimum gear ratio RZ is within a predetermined range, it may be determined that the traveling speed V and the rotational speed N of the crankshaft 14A are stable.

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

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

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

In step S46, the control unit 62 determines whether the gear ratio R has been estimated. For example, when the storage unit 64 stores that the gear ratio R could not be estimated, the control unit 62 determines that the gear ratio R could not be estimated, and stores in the storage unit 64 that the gear ratio R could not be estimated. If this is not stored, it is determined that the gear ratio R has been estimated. For example, if the estimated gear ratio RZ at the time corresponding to the control cycle immediately before shifting to the third mode is stored in the storage unit 64, the control unit 62 determines that the gear ratio R can be estimated, and If the estimated gear ratio RZ at the time corresponding to the control cycle immediately before shifting to the 3rd mode is not stored in the storage unit 64, it may be determined that the gear ratio R cannot be estimated.

If the estimated gear ratio R is stored in the storage unit 64 in step S46, the control unit 62 moves to step S47. The control unit 62 controls the rotational speed of the motor 12 in accordance with the estimated gear ratio RZ while the operating device 66 is operated and the predetermined third condition is satisfied in step S47, and in step S48 to move to. In step S48, the control unit 62 determines whether the traveling speed V and the rotational speed of the motor 12 are stable, and the calculated gear ratio RM is substantially different from the estimated gear ratio RZ. do. For example, when the traveling speed V and the rotational speed of the motor 12 are stable, and the calculated gear ratio RM is different from the estimated gear ratio RZ by a first predetermined value or more, the control unit 62 performs the calculation. The calculated gear ratio RM is determined to be substantially different from the estimated gear ratio RZ. If the calculated gear ratio RM is substantially different from the estimated gear ratio RZ, the control unit 62 moves to step S49. For example, if the control unit 62 determines in step S48 that the traveling speed V and the rotational speed of the motor 12 are not stable, the process proceeds to step S50. The determination of whether the traveling speed V and the rotational speed of the motor 12 are stable in step S48 is the same as in step S41 in which the rotational speed N of the crankshaft 14A is replaced with the rotational speed of the motor 12. .

The control unit 62 controls the rotation speed of the motor 12 in accordance with the calculated gear ratio RM while the operating device 66 is operated and the predetermined third condition is satisfied in step S49, and controls the rotation speed of the motor 12 in step S50. to move to. In step S48, if the traveling speed V and the rotational speed of the motor 12 are stable and the calculated gear ratio RM is substantially equal to the estimated gear ratio RZ, the controller 62 proceeds to step S50. Transition. When moving from step S48 to step S50, the control unit 62 maintains the process of controlling the rotational speed of the motor 12 according to the estimated gear ratio RZ set in step S47.

If the speed change ratio RZ is not stored in step S46, the control unit 62 moves to step S51. In step S51, while the operating device 66 is operated and a predetermined third condition is satisfied, the control unit 62 controls the rotational speed of the motor 12 according to a predetermined gear ratio RY, and then proceeds to step S52. Transition. In step S52, the control unit 62 determines whether the traveling speed V and the rotational speed of the motor 12 are stable, and the calculated gear ratio RM is substantially different from a predetermined gear ratio RY. . For example, when the traveling speed V and the rotational speed of the motor 12 are stable, and the calculated gear ratio RM is separated from the predetermined gear ratio RY by a second predetermined value or more, It is determined that the gear ratio RM is substantially different from the predetermined gear ratio RY. If the calculated gear ratio RM is substantially different from the predetermined gear ratio RY, the control unit 62 moves to step S53. For example, if the control unit 62 determines in step S52 that the traveling speed V and the rotational speed of the motor 12 are not stable, the process proceeds to step S50. For determining whether the running speed V and the rotation speed N of the motor 12 are stable in step S52, the rotation speed N of the crankshaft 14A in step S41 is replaced with the rotation speed of the motor 12. It is similar to

In step S53, the control unit 62 controls the rotational speed of the motor 12 according to the calculated gear ratio RM while the operating device 66 is operated and the predetermined third condition is satisfied, and in step S50 to move to. In step S52, the control unit 62 determines that the gear ratio RM calculated while the operating device 66 is operated and the predetermined third condition is satisfied does not substantially differ from the predetermined gear ratio RY. , the process moves to step S50. When proceeding from step S52 to step S50, the control unit 62 operates according to the predetermined gear 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 rotational speed of the motor 12 is maintained.

The control unit 62 determines whether the mode is the third mode or not in step S50. In the case of the third mode, the control unit 62 moves to step S46. If the mode is not 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 proceed to step S49 after step S47. In the processes shown in FIGS. 3 and 4, steps S48 and S49 may be omitted, and the control unit 62 may proceed 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 proceed 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 proceed to step S50 after step S51.

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

(Second embodiment)
A control device 60 according to a second embodiment will be described with reference to FIGS. 2 and 5. The control device 60 of the second embodiment is the same as the first embodiment except that it controls the motor 12 so that the rotation speed of the motor 12 becomes a predetermined rotation speed in the third mode. Components that are common to the second embodiment are given the same reference numerals as those in the first embodiment, and redundant explanations will be omitted.

After driving the motor 12 in the third mode so that the rotation speed of the motor 12 becomes a predetermined rotation speed, the control unit 62 drives the motor 12 according to the rotation speed of the motor 12 and the running speed V of the human-powered vehicle 10. When the speed change ratio RM of the human-powered vehicle 10 is calculated, and the calculated speed change ratio RM is substantially different from the predetermined speed change ratio RY, the traveling speed V is set to the predetermined speed according to the calculated speed change ratio RM. The rotational speed of the motor 12 is controlled so as to approach the 1st speed VZ. Preferably, the control unit 62 controls the rotation speed of the motor 12 when the speed change 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 a predetermined speed change ratio RY. Make smaller. Preferably, when the speed change ratio R calculated based on the rotational speed of the motor 12 and the traveling speed V of the human-powered vehicle 10 is smaller than the predetermined speed change ratio RY, the control unit 62 sets the predetermined second condition. When the conditions are satisfied, the rotational speed of the motor 12 is increased. The predetermined first speed VZ is, for example, a speed in a range of 3 km/h to 6 km/h, and is, for example, 5 km/h.

Processing for 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 moves to step S61 of the flowchart shown in FIG. When the flowchart of FIG. 5 ends, the control unit 62 repeats the process from step S61 after a predetermined period until the supply of power is stopped.

The control unit 62 determines whether the mode is the third mode or not in step S61. If the mode is not the third mode, the control unit 62 ends the process. In the case of the third mode, the control unit 62 moves to step S62. In step S62, the control unit 62 drives the motor 12 so that the rotational speed of the motor 12 reaches a predetermined rotational speed while the operating device 66 is operated and a predetermined third condition is satisfied; The process moves to step S63. The predetermined rotational speed is set so that the traveling speed V of the human-powered vehicle 10 does not exceed a predetermined first speed VZ when the gear ratio R is the maximum. In step S63, in a state where the traveling speed V and the rotational speed of the motor 12 are stable, the control unit 62 controls the human-powered vehicle 10 according to the rotational speed of the motor 12 and the traveling speed V of the human-powered vehicle 10. It is determined whether the gear ratio RM of can be calculated. If the determination in step S63 is YES, the control unit 62 moves 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 the gear ratio RM calculated while the operating device 66 is operated and the predetermined third condition is satisfied is substantially different from the predetermined gear ratio RY. Determine whether If the calculated gear ratio RM is substantially different from the predetermined gear ratio RY, the control unit 62 moves to step S65. In step S65, the control unit 62 causes the traveling speed V to reach the predetermined first speed VZ according to the calculated gear ratio RM while the operating device 66 is operated and the predetermined third condition is satisfied. The rotational speed of the motor 12 is controlled so as to approach the rotation speed, and the process moves to step S66.

In step S64, the control unit 62 determines that the gear ratio RM calculated while the operating device 66 is operated and the predetermined third condition is satisfied is not substantially different from the predetermined gear ratio RY. The process moves 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 gear ratio RY while the operating device 66 is operated and the predetermined third condition is satisfied. The rotational speed of the motor 12 is controlled so as to proceed 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. Preferably, the predetermined gear ratio RY is the largest gear ratio R among the gear ratios R that can be set by the transmission 18.

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

(Modified example)
The description of the embodiments is an example of the form that the control device for a human-powered vehicle according to the present invention can take, and is not intended to limit the form. A control device for a human-powered vehicle according to the present disclosure may take, for example, a modification of the embodiment shown below, or a combination of at least two mutually consistent modifications. In the following modified examples, the same parts as in the embodiment are given the same reference numerals as in the embodiment, and the explanation 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; Even if not, 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 rotation of the motor 12. In the first mode, when the crankshaft 14A is rotating and the motor 12 is being driven, the rotational speed N of the crankshaft 14A and the rotational speed of the motor 12 are proportional to each other. The rotational speed N of the crankshaft 14A can be calculated from the rotation. In this modification, preferably, the processes in steps S48 and S49 in FIG. 4 are omitted, and the control unit 62 moves to step S50 after the process in step S47.

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

DESCRIPTION OF SYMBOLS 10... Human powered vehicle, 12... Motor, 14A... Crankshaft, 16A... Drive wheel, 18... Transmission, 48... Vehicle speed sensor, 60... Control device, 62... Control unit, 66... Operating device.

Claims (15)

a transmission for changing the gear ratio of the rotational speed of the driving wheels to the rotational speed of the crankshaft, and a transmission for transmitting torque to an upstream side of the transmission in a transmission path of the human power driving force input to the crankshaft. A control device for a human- powered vehicle including a motor configured to apply a propulsive force to the human-powered vehicle, the control device comprising:
including a control unit that controls the motor;
The control unit includes:
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 is drivable to assist in pushing the human-powered vehicle. It is configured to be able to switch between 3 modes,
in at least one of the first mode and the second mode, estimating an estimated gear ratio of the gear ratio according to a traveling speed of the human-powered vehicle and a rotational speed of the crankshaft;
In the third mode, the control device is configured to be able to control the rotational speed of the motor according to the estimated gear ratio. 2. The control unit according to claim 1, wherein when the speed change ratio cannot be estimated in the first mode and the second mode, the control unit controls the rotational speed of the motor according to a predetermined speed change ratio in the third mode. Control device as described. The control unit includes:
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 controlling the rotational speed of the motor according to the predetermined gear ratio, the gear ratio calculated based on the rotational speed of the motor and the traveling speed of the human-powered vehicle is 3. The control device according to claim 2, wherein when the speed change ratio is substantially different from the predetermined speed change ratio, the rotation speed of the motor is controlled according to the calculated speed change ratio. The control unit is configured to be able to control the rotational speed of the motor according to the rotational speed of the motor and the traveling speed of the human-powered vehicle after driving the motor in the third mode. The control device according to claim 1 or 2. When controlling the rotational speed of the motor according to the estimated gear ratio in the third mode, the control unit may calculate the rotational speed of the motor based on the rotational speed of the motor and the running speed of the human-powered vehicle. 5. The control device according to claim 3, wherein when the estimated speed change ratio is substantially different from the estimated speed change ratio, the rotational speed of the motor is controlled according to the calculated speed change ratio. When controlling the rotational speed of the motor according to the estimated gear ratio in the third mode, the control unit may calculate the rotational speed of the motor based on the rotational speed of the motor and the running speed of the human-powered vehicle. 6. The control device according to claim 5, wherein the rotational speed of the motor is reduced when the estimated speed change ratio is larger than the estimated speed change ratio. When controlling the rotational speed of the motor according to the estimated gear ratio in the third mode, the control unit may calculate the rotational speed of the motor based on the rotational speed of the motor and the running speed of the human-powered vehicle. 7. The control device according to claim 5, wherein when the gear ratio is smaller than the estimated gear ratio, the rotational speed of the motor is increased when a first predetermined condition is satisfied. a transmission for changing the gear ratio of the rotational speed of the driving wheels to the rotational speed of the crankshaft, and a transmission for transmitting torque to an upstream side of the transmission in a transmission path of the human power driving force input to the crankshaft. A control device for a human- powered vehicle including a motor configured to apply a propulsive force to the human-powered vehicle, the control device comprising:
including a control unit that controls the motor;
The control unit includes:
The motor is configured to be controllable in a third mode in which the motor can be driven to assist in pushing the human-powered vehicle,
After driving the motor so that the rotation speed of the motor becomes a predetermined rotation speed in the third mode, the speed change ratio is calculated according to the rotation speed of the motor and the running speed of the human-powered vehicle. death,
When the speed change ratio calculated in the third mode is substantially different from a predetermined speed change ratio, the driving speed is adjusted so that the traveling speed approaches the predetermined first speed according to the calculated speed change ratio. A control device that controls the rotation speed of the motor. The control unit reduces the rotational speed of the motor when a 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 device according to claim 3 or 8. When the speed change ratio calculated based on the rotational speed of the motor and the traveling speed of the human-powered vehicle is smaller than the predetermined speed ratio, the control unit determines that the second predetermined condition is satisfied. The control device according to any one of claims 3, 8, and 9, which increases the rotational speed of the motor. including a vehicle speed sensor for detecting the traveling speed of the human-powered vehicle;
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 detection signal a predetermined number of times during one rotation of the wheel. 10. The control device according to any one of 10 to 10. The control device according to claim 11, wherein the predetermined number of times is one. 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 an 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 operating device is operated and a predetermined third condition is satisfied. The predetermined third condition is satisfied in at least one of the following cases: the crankshaft of the human-powered vehicle is not rotating, and the traveling speed of the human-powered vehicle is equal to or lower than a predetermined second speed. The control device according to claim 14.