JP2020029206A - Control device for man power driving vehicle and drive unit for man power driving vehicle - Google Patents

Abstract

To provide a control device for a man power driving vehicle which can control a motor according to a riding state preferably, and to provide a drive unit for the man power driving vehicle.SOLUTION: A control device for a man power driving vehicle includes a control part which controls a motor for assisting propulsion of a man power driving vehicle having a crank. The control part controls the motor in a second control state different from a first control state in a case where an angle of a vehicle body of the man power driving vehicle is larger than or equal to a first angle when the motor is controlled in the first control state and controls the motor in a third control state different from the second control state in a case where the angle is larger than or equal to a second angle larger than the first angle. At least one of a ratio of output of the motor to man power driving force input to the crank and an upper limit valve of the output of the motor is larger in the second control state than in the first control state and in the third control state or smaller in the second control state than in the first control state and in the third control state.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device for a manually driven vehicle and a drive unit for a manually driven vehicle.

  For example, the control device for a manually driven vehicle disclosed in Patent Document 1 reduces the assist ratio in accordance with a predetermined condition.

JP 2017-43322 A

  It is an object of the present invention to provide a control device for a manually driven vehicle and a drive unit for a manually driven vehicle that can suitably control a motor according to a riding state.

A control device for a manually driven vehicle according to a first aspect of the present disclosure includes a control unit that controls a motor that assists propulsion of a manually driven vehicle having a crank, wherein the control unit controls the motor in a first control state. If the angle of the vehicle body of the manually driven vehicle is greater than or equal to a first angle, the motor is controlled in a second control state different from the first control state, and the angle is larger than the first angle. When the angle is equal to or more than two angles, the motor is controlled in a third control state different from the second control state, and a ratio of an output of the motor to a manual driving force input to the crank and an upper limit value of an output of the motor At least one of the first control state and the second control state is larger than the first control state and the third control state, or the first control state is the second control state. In control state Less than case, and smaller than that of the third control state.
At least one of the ratio of the motor output to the manual driving force input to the crank and the upper limit of the motor output is only the ratio of the motor output to the manual driving force input to the crank, and the upper limit of the motor output. It includes only the value or both the ratio of the motor output to the manual driving force input to the crank and the upper limit of the motor output.
According to the control device for a manually driven vehicle of the first aspect, as the inclination angle of the vehicle body increases, the control state of the motor is changed in the order of the first control state, the second control state, and the third control state. Therefore, the motor can be suitably controlled according to the riding condition.

In the control device for a manually driven vehicle according to the second aspect according to the first aspect of the present disclosure, in the second control state, at least one of the ratio and the upper limit is larger than in the first control state. And is larger than in the third control state.
According to the control device for a manually driven vehicle of the second aspect, when the angle of the vehicle body is equal to or more than the first angle and less than the second angle, the case where the angle of the vehicle body is less than the first angle and when the angle of the vehicle body is equal to or more than the second angle Also, at least one of the ratio and the upper limit can be increased.

In the control device for a manually driven vehicle according to the third aspect according to the second aspect of the present disclosure, the control unit stops driving the motor in the third control state.
According to the control device for a manually driven vehicle of the third aspect, the driving of the motor can be stopped when the angle of the vehicle body is equal to or larger than the second angle.

A control device for a manually driven vehicle according to a fourth aspect of the present disclosure includes a control unit that controls a motor that assists propulsion of a manually driven vehicle having a crank, wherein the control unit determines that the angle of the vehicle body of the manually driven vehicle is less than or equal to a second. When the rotation angle of the crank is maintained within a predetermined range, the motor is controlled in a fourth control state, and the angle is equal to or larger than the third angle, and When the motor is rotating beyond the predetermined range, the motor is controlled in a fifth control state different from the fourth control state.
According to the control device for a manually driven vehicle of the fourth aspect, when the angle of the vehicle body of the manually driven vehicle is equal to or larger than the third angle, the control state of the motor can be changed according to the rotation angle of the crank, so that the riding state , The motor can be suitably controlled.

A control device for a manually driven vehicle according to a fifth aspect of the present disclosure includes a control unit that controls a motor that assists propulsion of a manually driven vehicle having a crank, wherein the control unit determines that the angle of the vehicle body of the manually driven vehicle is equal to or less than a second angle. When the angle is equal to or more than three angles and the human-powered driving force input to the crank is less than a predetermined value, the motor is controlled in a fourth control state, and the angle is equal to or more than the third angle and the human-powered driving force is If the value is equal to or greater than the predetermined value, the motor is controlled in a fifth control state different from the fourth control state.
According to the control device for a manually driven vehicle of the fifth aspect, when the angle of the vehicle body of the manually driven vehicle is equal to or larger than the third angle, the control state of the motor can be changed according to the manually driven force input to the crank. Therefore, the motor can be suitably controlled according to the riding state.

A control device for a manually driven vehicle according to a sixth aspect of the present disclosure includes a control unit that controls a motor that assists propulsion of a manually driven vehicle having a steering unit and a crank, and the control unit includes a control unit that controls a body of the manually driven vehicle. When the angle is equal to or greater than a third angle and the amount of change in the load on the steering unit or the load on the steering unit is equal to or greater than a predetermined value, the motor is controlled in a fourth control state, and the angle is equal to or greater than the third angle When the amount of change in the load on the steering unit or the load on the steering unit is less than the predetermined value, the motor is controlled in a fifth control state different from the fourth control state.
According to the control device for a manually driven vehicle of the sixth aspect, the control state of the motor can be changed in accordance with the angle of the vehicle body and the amount of change in the load on the steering unit or the load on the steering unit. The motor can be suitably controlled.

A control device for a manually driven vehicle according to a seventh aspect of the present disclosure includes a control unit that controls a motor that assists propulsion of a manually driven vehicle having a crank, wherein the control unit determines that the angle of the vehicle body of the manually driven vehicle is equal to or less than a second. When the angle is equal to or greater than three angles, and the rider is moving the manual drive vehicle forward without rotating the crank, the motor is controlled in a fourth control state, and the angle is equal to or greater than the third angle, and When the crank is rotated to advance the manually driven vehicle, the motor is controlled in a fifth control state different from the fourth control state.
According to the control device for a manually driven vehicle of the seventh aspect, when the angle of the vehicle body is equal to or more than the third angle, the control state of the motor can be changed according to the rotation state of the crank. Can be suitably controlled.

In the control device for a manually driven vehicle according to any one of the fourth to seventh aspects of the present disclosure, the control unit is configured to control the motor for a manual driving force input to a crank of the manually driven vehicle. The motor is controlled such that at least one of the output ratio and the upper limit of the output of the motor is different in the fifth control state from that in the fourth control state.
According to the control device for a manually driven vehicle of the eighth aspect, in the fourth control state and the fifth control state, at least one of the ratio and the upper limit value can be set to a value suitable for each control state.

In the control device for a manually driven vehicle according to the ninth aspect according to the eighth aspect of the present disclosure, at least one of the ratio and the upper limit value is smaller in the fifth control state than in the fourth control state.
According to the control device for a manually driven vehicle of the ninth aspect, in the fifth control state, at least one of the ratio and the upper limit can be made smaller than in the fourth control state.

In the control device for a manually driven vehicle according to the tenth aspect according to the ninth aspect of the present disclosure, the control unit stops driving the motor in the fifth control state.
According to the control device for a manually driven vehicle of the tenth aspect, the driving of the motor can be stopped in the fifth control state.

A control device for a manually driven vehicle according to an eleventh aspect of the present disclosure includes a control unit that controls a motor that assists propulsion of the manually driven vehicle, wherein the control unit determines that the angle of the body of the manually driven vehicle is equal to or greater than a fourth angle In the case of, the motor is controlled in the sixth control state, and when the state where the angle is equal to or greater than the fourth angle continues for a predetermined time or more, the motor is controlled in the seventh control state different from the sixth control state. I do.
According to the control device for a manually driven vehicle of the eleventh aspect, the control state of the motor can be changed in accordance with the time during which the state where the angle is equal to or greater than the fourth angle is continued. Can be controlled.

In the control device for a manually driven vehicle according to a twelfth aspect according to the eleventh aspect of the present disclosure, the control unit may include a ratio of an output of the motor to a manual driving force input to a crank of the manually driven vehicle, and the motor In the seventh control state, the motor is controlled such that at least one of the output upper limit values is different from that in the sixth control state.
According to the control device for a manually driven vehicle of the twelfth aspect, in the sixth control state and the seventh control state, at least one of the ratio and the upper limit can be set to values suitable for the respective control states.

In the control device for a manually driven vehicle according to the thirteenth aspect according to the twelfth aspect of the present disclosure, at least one of the ratio and the upper limit is smaller in the seventh control state than in the sixth control state.
According to the control device for a manually driven vehicle of the thirteenth aspect, when the state in which the angle is equal to or greater than the fourth angle continues for a predetermined time or more, at least one of the ratio and the upper limit is determined in advance when the state in which the angle is equal to or greater than the fourth angle. It can be smaller than less than an hour.

In the control device for a manually driven vehicle according to a fourteenth aspect according to the twelfth or thirteenth aspect of the present disclosure, the control unit is different from the sixth control state and the seventh control state when the angle is less than the fourth angle. The motor is controlled in an eighth control state.
According to the control device for a manually driven vehicle of the fourteenth aspect, when the angle is smaller than the fourth angle, the motor can be controlled so as to be different from the case where the angle is equal to or larger than the fourth angle.

In a control device for a manually driven vehicle according to a fifteenth aspect according to a fourteenth aspect of the present disclosure, the control unit is configured to determine whether at least one of the ratio and the upper limit is in the sixth control state in the seventh control state and The motor is controlled differently from the case of the eighth control state.
According to the control device for a manually driven vehicle of the fifteenth aspect, at least one of the ratio and the upper limit is a value suitable for each case when the angle is equal to or greater than the fourth angle and when the angle is less than the fourth angle. Can be set to

In the control device for a manually driven vehicle according to a sixteenth aspect according to a fifteenth aspect of the present disclosure, at least one of the ratio and the upper limit is smaller in the seventh control state than in the eighth control state.
According to the control device for a manually driven vehicle of the sixteenth aspect, when the state in which the angle is equal to or greater than the fourth angle continues for a predetermined time or more, at least one of the ratio and the upper limit value is smaller than in the case where the angle is less than the fourth angle. it can.

In the control apparatus for a manually driven vehicle according to any one of the twelfth to sixteenth aspects of the present disclosure, the control unit stops driving the motor in the seventh control state.
According to the control device for a manually driven vehicle of the seventeenth aspect, the driving of the motor can be stopped in the seventh control state.

In the control device for a manually driven vehicle according to any one of the first to seventeenth aspects of the present disclosure, the angle of the vehicle body includes at least one of a pitch angle of the vehicle body and a roll angle of the vehicle body.
According to the control device for a manually driven vehicle of the eighteenth aspect, the motor can be suitably controlled according to only the pitch angle of the vehicle body, the roll angle of the vehicle body, or both the pitch angle of the vehicle body and the roll angle of the vehicle body.

The control device for a manually driven vehicle according to the nineteenth aspect according to any one of the first to eighteenth aspects of the present disclosure, further includes a detection unit configured to detect an angle of the vehicle body.
According to the control device for a manually driven vehicle of the nineteenth aspect, the angle of the vehicle body can be suitably detected by the detection unit.

A control device for a manually driven vehicle according to a twentieth aspect of the present disclosure includes a control unit that controls a motor that assists propulsion of a manually driven vehicle that has a steering wheel and a crank, the control unit including: a load on the steering wheel; The motor is controlled according to the manual driving force input to the crank.
According to the control device for a manually driven vehicle of the twentieth aspect, the motor can be suitably controlled in accordance with the load on the handle portion and the manually driven force, so that the motor can be suitably controlled in accordance with the riding state.

In the control device for a manually driven vehicle according to a twenty-first aspect according to a twentieth aspect of the present disclosure, the control unit controls the motor in a ninth control state when a load on the handle unit is equal to or greater than a predetermined value, and When the load of the section is less than the predetermined value, the motor is controlled in a tenth control state different from the ninth control state.
According to the control device for a manually driven vehicle of the twenty-first aspect, when the load on the handle portion is equal to or greater than the predetermined value, the motor can be controlled to be different from the case where the load on the handle portion is less than the predetermined value.

In the control device for a manually driven vehicle according to the twenty-second aspect according to the twentieth or twenty-first aspect of the present disclosure, the load on the handle is a load on the handle in a predetermined direction.
According to the control device for a manually driven vehicle of the twenty-second aspect, the motor can be suitably controlled according to the load in the predetermined direction of the handle portion.

A drive unit for a manually driven vehicle according to a twenty-third aspect of the present disclosure, a control device for a manually driven vehicle according to any one of the first to twenty-second aspects, and a motor configured to assist propulsion of the manually driven vehicle, including.
According to the drive unit for a manually driven vehicle of the twenty-third aspect, the motor can be suitably controlled according to the riding state.

  The control device for a manually driven vehicle and the drive unit for a manually driven vehicle of the present disclosure can suitably control the motor according to the riding state.

FIG. 2 is a side view of the manually driven vehicle including the manually driven vehicle drive unit according to the first embodiment. FIG. 2 is a block diagram showing an electric configuration of the drive unit for a manually driven vehicle according to the first embodiment. 3 is a flowchart of a process for controlling a motor according to an angle of a vehicle body, which is executed by a control unit in FIG. 2. 9 is a flowchart of a process for controlling a motor according to an angle of a vehicle body and a rotation state of a crank executed by a control unit according to a second embodiment. 13 is a flowchart of a process for controlling a motor according to an angle of a vehicle body and a manual driving force, which is executed by a control unit according to the third embodiment. FIG. 10 is a block diagram showing an electrical configuration of a drive unit for a manually driven vehicle according to a fourth embodiment. 7 is a flowchart of a process of controlling a motor according to an angle of a vehicle body and a load on a steering unit, which is executed by a control unit in FIG. 6. 15 is a flowchart of a process of controlling a motor according to the angle of a vehicle body and the rotation state of a crank by a rider, which is executed by a control unit according to a fifth embodiment. 20 is a flowchart of a process for controlling a motor according to an angle and a time of a vehicle body executed by a control unit according to a sixth embodiment. The block diagram showing the electric composition of the drive unit for human power vehicles of a 7th embodiment. 11 is a flowchart of a process for controlling a motor according to a load on a handle portion, which is executed by the control unit in FIG.

(1st Embodiment)
With reference to FIGS. 1 to 3, a drive unit 50 for a manually driven vehicle including the control device 60 for a manually driven vehicle of the first embodiment will be described. The drive unit for a manually driven vehicle 50 is used for the manually driven vehicle 10. The manual drive vehicle 10 is a vehicle that can be driven by at least the manual drive force H. The number of wheels is not limited, and the human powered vehicle 10 includes, for example, a unicycle and a vehicle having three or more wheels. The human powered vehicle 10 includes various types of bicycles such as a mountain bike, a road bike, a city bike, a cargo bike, and a recumbent. Bicycles include electric bicycles (E-bikes) that are powered by an electric motor. Electric bicycles include electrically assisted bicycles whose propulsion is assisted by an electric motor. Hereinafter, in the embodiment, the manually driven vehicle 10 will be described as a bicycle having two wheels.

  The manual drive vehicle 10 includes a crank 12, drive wheels 14, and a vehicle body 16. The vehicle body 16 includes a frame 18 and a steering unit 20. A manual driving force H is input to the crank 12. The crank 12 includes a crank shaft 12A rotatable with respect to a frame 18, and a crank arm 12B provided at an axial end of the crank shaft 12A. A pair of pedals 22 are individually connected to each crank arm 12B. The drive wheels 14 are driven by rotation of the crank 12. The drive wheels 14 are supported by a frame 18. The crank 12 and the drive wheels 14 are connected by a drive mechanism 24. The drive mechanism 24 includes a first rotating body 26 coupled to the crankshaft 12A. The crankshaft 12A and the first rotating body 26 may be coupled so as to rotate integrally, or may be coupled via a first one-way clutch. The first one-way clutch is configured so that when the crank 12 rotates forward, the first rotating body 26 rotates forward, and when the crank 12 rotates backward, the first rotating body 26 does not rotate 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 torque of the first rotating body 26 to the second rotating body 28. The connection member 30 includes, for example, a chain, a belt, or a shaft.

  The second rotating body 28 is connected to the drive wheel 14. The second rotating body 28 includes a sprocket, a pulley, or a bevel gear. It is preferable that a second one-way clutch is provided between the second rotating body 28 and the drive wheel 14. The second one-way clutch is configured to cause the drive wheel 14 to rotate forward when the second rotating body 28 rotates forward, and to prevent the drive wheel 14 from rotating backward when the second rotating body 28 rotates backward. . The manual drive vehicle 10 may include a transmission 42 used to change the rotation speed of the drive wheels 14 with respect to the rotation speed of the crankshaft 12A. The transmission 42 includes, for example, at least one of a front derailleur, a rear derailleur, and an internal transmission. The transmission 42 may include only the front derailleur, only the rear derailleur, only the internal transmission, or any combination of the front derailleur, the rear derailleur, and the internal transmission. In the present embodiment, at least one of the first rotating body 26 and the second rotating body 28 includes a plurality of sprockets. Only the first rotating body 26, only the second rotating body 28, or both the first rotating body 26 and the second rotating body 28 may include a plurality of sprockets. In the present embodiment, the first rotating body 26 includes one sprocket, and the second rotating body 28 includes a plurality of sprockets. The derailleur includes a front derailleur when the first rotating body 26 includes a plurality of front sprockets, and includes a rear derailleur when the second rotating body 28 includes a plurality of front sprockets. When the transmission 42 includes an internal transmission, the internal transmission is provided, for example, on a hub of the drive wheel 14.

  The manual drive vehicle 10 includes a front wheel and a rear wheel. Front wheels are attached to the frame 18 via a steering unit 20. The steering section 20 includes a front fork 32 and a handle section 34. The handle part 34 includes a stem 36 and a handle bar 38. A handlebar 38 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 14, but the front wheels may be the drive wheels 14.

  The manual drive vehicle 10 further includes a battery 40. Battery 40 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 40 is provided in the manually driven vehicle 10 and supplies power to other electric components electrically connected to the battery 40, for example, the control device 60 for the manually driven vehicle. The battery 40 is communicably connected to the manually-powered vehicle control device 60 by wire or wirelessly. The battery 40 can communicate with the manually-powered vehicle control device 60 by, for example, power line communication (PLC). The battery 40 may be attached to the outside of the frame 18 or at least a part thereof may be housed inside the frame 18.

  The drive unit 50 for a manually driven vehicle includes a control device 60 for a manually driven vehicle and a motor 52 configured to assist the propulsion of the manually driven vehicle. Drive unit 50 for a manually driven vehicle further includes a drive circuit 54. Drive circuit 54 includes an inverter circuit. The motor 52 is preferably provided in the same housing as the drive circuit. The drive circuit 54 controls the power supplied from the battery 40 to the motor 52. The drive circuit 54 is communicably connected to the manually-powered vehicle control device 60 by wire or wirelessly. The drive circuit 54 can communicate with the control unit 62 of the control device 60 for a manually driven vehicle by, for example, serial communication. The drive circuit 54 may be included in the control device 60 for a manually driven vehicle. The drive circuit 54 drives the motor 52 according to a control signal from the control unit 62.

  Motor 52 includes an electric motor. The motor 52 is provided so as to transmit rotation to the power transmission path of the manual driving force H from the pedal 22 to the rear wheels, or to the front wheels. The motor 52 is provided on the frame 18, the rear wheel, or the front wheel of the manually driven vehicle 10. In the present embodiment, the motor 52 is connected to a power transmission path from the crankshaft 12A to the first rotating body 26. A one-way clutch is provided in a power transmission path between the motor 52 and the crankshaft 12A so that the motor 52 does not rotate due to the rotational force of the crank 12 when the crankshaft 12A is rotated in the direction in which the manually driven vehicle 10 moves forward. It is preferably provided. In the housing in which the motor 52 and the drive circuit 54 are provided, a configuration other than the motor 52 and the drive circuit 54 may be provided. For example, a reduction gear that decelerates and outputs the rotation of the motor 52 may be provided.

  The control device for a manually driven vehicle 60 includes a control unit 62. 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 control unit 62 may include one or more microcomputers. The control unit 62 may include a plurality of arithmetic processing devices that are separately arranged at a plurality of locations. The control device for a manually driven vehicle 60 further includes 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 nonvolatile memory and a volatile memory. The control unit 62 and the storage unit 64 are provided, for example, in a housing in which the motor 52 is provided.

  Control device 60 for a manually driven vehicle preferably further includes a crank rotation sensor 66, a vehicle speed sensor 68, and a torque sensor 70. The crank rotation sensor 66, the vehicle speed sensor 68, and the torque sensor 70 may be provided inside a housing in which the motor 52 is provided, or may be provided outside. At least one of the crank rotation sensor 66, the vehicle speed sensor 68, and the torque sensor 70 may not be included in the control device 60 for a manually driven vehicle.

  The crank rotation sensor 66 is used to detect the rotation speed N of the crank 12 of the manually driven vehicle 10. The crank rotation sensor 66 is attached to, for example, the frame 18 of the manually driven vehicle 10 or a housing in which the motor 52 is provided. The crank rotation sensor 66 includes a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided on the crankshaft 12A or on a power transmission path from the crankshaft 12A to the first rotating body 26. The crank rotation sensor 66 is communicably connected to the control unit 62 by wire or wirelessly. The crank rotation sensor 66 outputs a signal corresponding to the rotation speed N of the crank 12 to the control unit 62. The crank rotation sensor 66 may be provided on a member that rotates integrally with the crankshaft 12A in the power transmission path of the manual driving force H from the crankshaft 12A to the first rotating body 26. For example, the crank rotation sensor 66 may be provided on the first rotating body 26 when the first one-way clutch is not provided between the crankshaft 12A and the first rotating body 26. The crank rotation sensor 66 may be used to detect the vehicle speed V of the manually driven vehicle 10. In this case, the control unit 62 calculates the rotation speed of the drive wheel 14 according to the rotation speed N of the crank 12 detected by the crank rotation sensor 66 and the gear ratio, and determines the vehicle speed V of the manually driven vehicle 10. To detect. Information about the gear ratio is stored in the storage unit 64 in advance.

  When the transmission for changing the gear ratio is provided in the human-powered vehicle 10, the control unit 62 calculates the gear ratio in accordance with the vehicle speed V of the human-powered vehicle 10 and the rotation speed N of the crank 12. Is also good. In this case, information on the circumference of the drive wheel 14, the diameter of the drive wheel 14, or the radius of the drive wheel 14 is stored in the storage unit 64 in advance. Control device 60 for a manually driven vehicle may include a shift sensor. The shift sensor is provided in the transmission 42, for example. The shift sensor detects the current shift stage of the transmission 42. The speed change sensor is electrically connected to the control unit 62. The relationship between the shift stage and the gear ratio is stored in the storage unit 64 in advance. The control unit 62 can detect the current gear ratio from the detection result of the gear shift sensor. The control unit 62 can calculate the rotation speed N of the crank 12 by dividing the rotation speed of the drive wheels 14 by the gear ratio. In this case, the vehicle speed sensor 68 and the speed change sensor may be used as the crank rotation sensor 66. The shift sensor may be provided not on the transmission 42 but on the shift operating section or on the shift wire.

  The vehicle speed sensor 68 is used to detect the rotation speed of the wheel. The vehicle speed sensor 68 is electrically connected to the control unit 62 by wire or wirelessly. The vehicle speed sensor 68 is communicably connected to the control unit 62 by wire or wirelessly. Vehicle speed sensor 68 outputs a signal corresponding to the rotation speed of the wheels to control unit 62. The control unit 62 calculates the vehicle speed V of the manually driven vehicle 10 based on the rotation speed of the wheels. The control unit 62 stops the motor 52 when the vehicle speed V becomes equal to or higher than a predetermined value. The predetermined value is, for example, 25 km / h or 45 km / h. The vehicle speed sensor includes, for example, a magnetic reed constituting a reed switch or a Hall element. The vehicle speed sensor 68 may be configured to be attached to the chainstay of the frame 18 and detect a magnet attached to the rear wheel, or may be provided to the front fork 32 and configured to detect a magnet attached to the front wheel. In another example, vehicle speed sensor 68 includes a GPS receiver. The control unit 62 may detect the vehicle speed V of the manually driven vehicle 10 according to the GPS information acquired by the GPS reception unit, the map information recorded in the storage unit 64 in advance, and the time. Preferably, control unit 62 includes a timer for measuring time.

  The torque sensor 70 is used for detecting the torque TH of the manual driving force H. The torque sensor 70 is provided, for example, on a housing in which the motor 52 is provided. The torque sensor 70 detects a torque TH of the manual driving force H input to the crank 12. For example, when the first one-way clutch is provided in the power transmission path, the torque sensor 70 is provided upstream of the first one-way clutch. Torque sensor 70 includes a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. When the torque sensor 70 includes a strain sensor, the strain sensor is preferably provided on an outer peripheral portion of a rotating body included in the power transmission path. The torque sensor 70 may include a wireless or wired communication unit. The communication section of the torque sensor 70 is configured to be able to communicate with the control section 62.

  The control unit 62 controls the motor 52 so that the assisting force of the motor 52 becomes a predetermined ratio A with respect to the manual driving force H, for example. For example, the control unit 62 may control the motor 52 such that the output torque TM of the assist force by the motor 52 with respect to the torque TH of the manual drive force H of the manual drive vehicle 10 has a predetermined ratio A. The control unit 62 controls the motor 52 in one control mode selected from a plurality of control modes having different ratios A of the output of the motor 52 to the manual driving force H, for example. The torque ratio AT of the output torque TM of the motor 52 to the torque TH of the manual driving force H of the manual driving vehicle 10 may be described as a ratio A. The control unit 62 may control the motor 52 so that the power WM (watt) of the motor 52 becomes a predetermined ratio A with respect to the power WH (watt) of the manual driving force H, for example. The ratio AW of the power WM of the output of the motor 52 to the power WH of the manual driving force H of the manual driving vehicle 10 may be described as a ratio A. The power WH of the manual driving force H is calculated by multiplying the manual driving force H and the rotation speed N of the crank 12. When the output of the motor 52 is input to the power path of the manual driving force H via the reduction gear, the output of the reduction gear is used as the output of the motor 52. The control unit 62 outputs a control command to the drive circuit 54 of the motor 52 according to the power WH or the torque TH of the manual driving force H. The control command includes, for example, a torque command value.

  The control unit 62 controls the motor 52 such that the upper limit value MX of the output of the motor 52 is equal to or less than a predetermined value. The control unit 62 controls the motor 52 in one control mode selected from a plurality of control modes having different upper limit values MX, for example. The output of the motor 52 includes the output torque TM of the motor 52. The output of the motor 52 may include the power WM of the motor 52. In this case, the control unit 62 controls the motor 52 so that the power WM of the motor 52 becomes equal to or less than the predetermined value WM1. The predetermined value WM1 is, for example, 500 watts. The predetermined value WM1 is 300 watts in another example. The control unit 62 may control the motor 52 so that the torque ratio AT is equal to or less than the predetermined torque ratio AT1. The predetermined torque ratio AT1 is, for example, 300%.

  In each of the plurality of control modes, at least one of the ratio A and the upper limit value MX of the output of the motor 52 may be different. In each of the plurality of control modes, only the ratio A, only the upper limit value MX, or both the ratio A and the upper limit value MX may be different. In this case, the control unit 62 controls the motor 52 so that the output of the motor 52 is equal to or less than the ratio A specified in the control mode of the selected motor 52 and equal to or less than a predetermined value.

  The control unit 62 controls the motor 52 that assists the propulsion of the manually driven vehicle 10 having the crank 12. When the angle D of the vehicle body 16 of the manually driven vehicle 10 is equal to or larger than the first angle D1 when the motor 52 is controlled in the first control state, the control unit 62 performs the second control state different from the first control state. The motor 52 is controlled. When the angle D is equal to or larger than the second angle D2 which is larger than the first angle D1, the control unit 62 controls the motor 52 in a third control state different from the second control state. At least one of the ratio A of the output of the motor 52 to the manual driving force H input to the crank 12 and the upper limit value MX of the output of the motor 52 is larger in the second control state than in the first control state. And it is larger than the case of the third control state, or smaller in the second control state than in the first control state and smaller than in the third control state. Preferably, in the second control state, at least one of the ratio A and the upper limit value MX is larger than in the first control state and larger than in the third control state. It is preferable that the control unit 62 stops driving the motor 52 in the third control state. The angle of the vehicle body 16 of the manually driven vehicle 10 is set to 0 (zero) degrees in a state where the manually driven vehicle 10 is upright with the front wheels and the rear wheels grounded on a horizontal plane. The first angle D1 exceeds 0 degrees. The first angle D1 is included, for example, in a range of 20 degrees to 40 degrees. The second angle D2 is greater than 0 degree and less than 90 degrees. The second angle D2 is included in a range of, for example, 30 degrees to 50 degrees.

  The angle D of the vehicle body 16 preferably includes at least one of the pitch angle DP of the vehicle body 16 and the roll angle DR of the vehicle body 16. The angle D of the vehicle body 16 preferably includes the pitch angle DP of the vehicle body 16.

  When the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 of the manually driven vehicle 10 is the first when the motor 52 is controlled in the first control state. When the pitch angle is equal to or larger than the pitch angle DP1, the motor 52 is controlled in the second control state. When the pitch angle DP is equal to or larger than the second pitch angle DP2 that is larger than the first pitch angle DP1, the motor 52 is controlled in the third control state.

  When the angle D of the vehicle body 16 includes only the roll angle DR, the control unit 62 sets the roll angle DR of the vehicle body 16 of the manually driven vehicle 10 to the first roll angle DR1 when the motor 52 is controlled in the first control state. In the above case, the motor 52 is controlled in the second control state. When the roll angle DR is equal to or larger than the second roll angle DR2 that is larger than the first roll angle DR1, the motor 52 is controlled in the third control state.

  When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 controls the pitch angle of the vehicle body 16 of the manually driven vehicle 10 when controlling the motor 52 in the first control state. When DP is equal to or greater than the first pitch angle DP1, or when the roll angle DR of the body 16 of the manually driven vehicle 10 is equal to or greater than the first roll angle DR1, the motor 52 is controlled in the second control state. When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 sets the pitch angle DP equal to or larger than the second pitch angle DP2 when controlling the motor 52 in the second control state. Or if the roll angle DR is greater than or equal to the second roll angle DR2 that is greater than the first roll angle DR1, the motor 52 is controlled in the third control state.

  When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 controls the pitch angle of the vehicle body 16 of the manually driven vehicle 10 when controlling the motor 52 in the first control state. When DP is equal to or greater than first pitch angle DP1 and roll angle DR of vehicle body 16 of manually driven vehicle 10 is equal to or greater than first roll angle DR1, motor 52 may be controlled in the second control state. When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 sets the pitch angle DP equal to or larger than the second pitch angle DP2 when controlling the motor 52 in the second control state. In the case of and the roll angle DR is equal to or larger than the second roll angle DR2 larger than the first roll angle DR1, the motor 52 may be controlled in the third control state.

  When the pitch angle DP is large, there are a case where the front wheels are separated from the ground without pedaling in order to get over an obstacle, and a case where wheelies are performed in which the front wheels are separated from the ground and pedaling is performed. In wheelie running, the pitch angle DP is likely to be larger than in the case where the front wheels are separated from the ground to get over an obstacle. Preferably, the first pitch angle DP1 is set to a value suitable for determining the pitch angle DP when the vehicle gets over an obstacle. The second pitch angle DP2 is preferably set to a value suitable for determining wheelie traveling. The control unit 62 sets at least one of the ratio A and the upper limit value MX in the second control state larger than that in the first control state and larger than that in the third control state. It is easy to apply the assisting force by the motor 52 to the manually driven vehicle 10 when the vehicle gets over an obstacle, and it is easy to reduce the assisting force in the case of wheelie running.

  When the vehicle body 16 includes the roll angle DR, the control unit 62 sets at least one of the ratio A and the upper limit value MX in the second control state larger than that in the first control state, and performs the third control. When the roll angle DR is relatively small, the assist force by the motor 52 is easily applied to the manually driven vehicle 10 when the roll angle DR is relatively small, and the assist force is easily reduced when the roll angle DR is relatively large. Become.

  Control device 60 for a manually driven vehicle further includes a detection unit 72 configured to detect angle D of vehicle body 16. The detection unit 72 may be provided on a housing in which the motor 52 is provided, or may be provided on the frame 18. The detection unit 72 may not be included in the control device 60 for a manually driven vehicle.

  The detection unit 72 includes, for example, an inclination sensor. The tilt sensor detects a tilt angle of the vehicle body 16. The tilt sensor includes, for example, a gyro sensor. The gyro sensor preferably includes a three-axis gyro sensor. The gyro sensor is preferably configured to detect the yaw angle DY of the vehicle body 16, the roll angle DR of the vehicle body 16, and the pitch angle DP of the vehicle body 16. The three axes of the gyro sensor are preferably human-powered along the front-rear direction, the left-right direction, and the vertical direction of the human-powered vehicle 10 in a state in which the human-powered vehicle 10 stands upright with the front and rear wheels grounded on a horizontal plane. It is provided on the driving vehicle 10. The gyro sensor may include a one-axis gyro sensor or a two-axis gyro sensor. The detection unit 72 may include an acceleration sensor. The acceleration sensor detects at least one acceleration in the front-rear direction, the left-right direction, and the up-down direction of the manually driven vehicle 10 in a state where the manually driven vehicle 10 stands upright on a horizontal plane.

  With reference to FIG. 3, a process for controlling motor 52 according to angle D of vehicle body 16 will be described. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S11 in the flowchart shown in FIG. In the present embodiment, the control unit 62 starts in the first control state when power is supplied. When the flowchart of FIG. 3 ends, the control unit 62 repeats the processing from step S11 after a predetermined period until the supply of power is stopped.

  The control part 62 determines whether it is in a 1st control state in step S11. When the control unit 62 is in the first control state, the process proceeds to step S12. The control unit 62 determines whether or not the angle D of the vehicle body 16 is equal to or larger than the first angle D1 in step S12. When the angle D of the vehicle body 16 is equal to or greater than the first angle D1, the control unit 62 proceeds to step S13. The control unit 62 controls the motor 52 in the second control state in step S13, and proceeds to step S14. If the control unit 62 determines in step S12 that the angle D of the vehicle body 16 is not equal to or greater than the first angle D1, the process proceeds to step S14 without passing through step S13.

  The control part 62 determines whether the angle D of the vehicle body 16 is less than the first angle D1 in step S14. When the angle D of the vehicle body 16 is smaller than the first angle D1, the control unit 62 proceeds to step S15. The controller 62 controls the motor 52 in the first control state in step S15, and ends the processing. When the control unit 62 determines in step S14 that the angle D of the vehicle body 16 is not smaller than the first angle D1, the process proceeds to step S19.

  The control part 62 determines whether the angle D of the vehicle body 16 is less than the second angle D2 in step S19. When the angle D of the vehicle body 16 is smaller than the second angle D2, the control unit 62 proceeds to Step S20. In step S20, the control unit 62 controls the motor 52 in the second control state, and ends the processing. If the angle D of the vehicle body 16 is not smaller than the second angle D2 in step S19, the control unit 62 ends the processing.

  If the control unit 62 determines in step S11 that it is not in the first control state, the process proceeds to step S16. The control unit 62 determines whether or not the vehicle is in the second control state in step S16. When the control unit 62 determines that the current state is the second control state, the process proceeds to step S17. In step S17, the control unit 62 determines whether the angle D of the vehicle body 16 is equal to or greater than the second angle D2. When the angle D of the vehicle body 16 is equal to or larger than the second angle D2, the control unit 62 proceeds to Step S18. The control unit 62 controls the motor 52 in the third control state in step S18, and proceeds to step S14. If the angle D of the vehicle body 16 is not greater than or equal to the second angle D2 in step S17, the control unit 62 proceeds to step S14. When the control unit 62 is not in the second control state in step S16, the control unit 62 proceeds to step S14.

(2nd Embodiment)
The control device 60 for a manually driven vehicle according to the second embodiment will be described with reference to FIGS. 1, 2, and 4. The control device for a manually driven vehicle 60 according to the second embodiment is the same as the control device for a manually driven vehicle 60 according to the first embodiment except that the process for controlling the motor 52 is different. The same reference numerals as in the first embodiment denote the same components, and a duplicate description will be omitted.

  The control unit 62 controls the motor 52 in the fourth control state when the angle D of the vehicle body 16 of the manually driven vehicle 10 is equal to or more than the third angle D3 and the rotation angle CA of the crank 12 is maintained within a predetermined range. Control. When the angle D is equal to or greater than the third angle D3 and the crank 12 is rotating beyond a predetermined range, the control unit 62 controls the motor 52 in a fifth control state different from the fourth control state. Preferably, the control unit 62 determines that at least one of the ratio A of the output of the motor 52 to the manual driving force H input to the crank 12 of the manually driven vehicle 10 and the upper limit value MX of the output of the motor 52 is the fifth. In the control state, the motor 52 is controlled differently from the case of the fourth control state. Preferably, at least one of the ratio A and the upper limit value MX is smaller in the fifth control state than in the fourth control state. It is preferable that the control unit 62 stops driving the motor 52 in the fifth control state. When the angle D of the vehicle body 16 of the manually driven vehicle 10 is smaller than the third angle D3, the control unit 62 controls the motor 52 in the first control state. At least one of the ratio A and the upper limit value MX is preferably smaller in the fifth control state than in the first control state. The third angle D3 is greater than 0 degree and less than 90 degrees. The third angle D3 is included in a range of, for example, 20 degrees to 50 degrees.

  The predetermined range of the crank 12 preferably includes, for example, an angle 90 degrees away from an angle at which the crank arm 12B of the crank 12 becomes a vertical dead center. The predetermined range is preferably within 30 degrees. The state where the rotation angle CA of the crank 12 is maintained within the predetermined range includes a case where the rotation angle CA of the crank 12 is out of the predetermined range in one or a part of the determinations in a plurality of determinations. May be.

  When the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 of the manually driven vehicle 10 is equal to or larger than the third pitch angle DP3 and the rotation angle CA of the crank 12 is If it is maintained within the predetermined range, the motor 52 is controlled in the fourth control state, and if the pitch angle DP is equal to or larger than the third pitch angle DP3 and the crank 12 is rotating beyond the predetermined range, The motor 52 is controlled in the fifth control state.

  When the angle D of the vehicle body 16 includes only the roll angle DR, the control unit 62 determines that the roll angle DR of the vehicle body 16 of the manually driven vehicle 10 is equal to or greater than the third roll angle DR3 and the rotation angle CA of the crank 12 is in a predetermined range. If the roll angle DR is equal to or greater than the third roll angle DR3 and the crank 12 is rotating beyond a predetermined range, the fifth control is performed. The motor 52 is controlled in this state.

  When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 of the manually driven vehicle 10 is equal to or greater than the third pitch angle DP3 and the rotation of the crank 12 When the angle CA is maintained within a predetermined range, or the roll angle DR of the vehicle body 16 of the manually driven vehicle 10 is equal to or larger than the third roll angle DR3, and the rotation angle CA of the crank 12 is maintained within a predetermined range. If so, the motor 52 is controlled in the fourth control state. When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 of the manually driven vehicle 10 is equal to or greater than the third pitch angle DP3 and the rotation of the crank 12 When the angle CA is rotating beyond a predetermined range, or when the roll angle DR of the vehicle body 16 of the manually driven vehicle 10 is equal to or greater than the third roll angle DR3, and the rotation angle CA of the crank 12 exceeds the predetermined range. When the motor 52 is rotating, the motor 52 is controlled in the fifth control state.

  When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 of the human powered vehicle 10 is equal to or greater than the third pitch angle DP3, and If the roll angle DR of the vehicle body 16 is equal to or larger than the third roll angle DR3 and the rotation angle CA of the crank 12 is maintained within a predetermined range, the motor 52 may be controlled in the fourth control state. When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 of the human powered vehicle 10 is equal to or greater than the third pitch angle DP3, and The motor 52 may be controlled in the fifth control state when the roll angle DR of the vehicle body 16 is rotating beyond the third roll angle DR3 and the rotation angle CA of the crank 12 exceeds a predetermined range. .

  The third pitch angle DP3 is preferably set to a value suitable for determining that the front wheel of the manually driven vehicle 10 is separated from the ground. In the fifth control state, the control unit 62 makes at least one of the ratio A and the upper limit value MX larger than in the first control state and larger than in the fourth control state. It is easy to apply the assisting force by the motor 52 to the manually driven vehicle 10 when the vehicle gets over an obstacle, and it is easy to reduce the assisting force in the case of wheelie running.

  With reference to FIG. 4, a process for controlling the motor 52 according to the angle D of the vehicle body 16 and the rotation angle CA of the crank 12 will be described. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S21 in the flowchart shown in FIG. After the end of the flowchart in FIG. 4, the control unit 62 repeats the processing from step S21 after a predetermined period until the supply of power is stopped.

  In step S21, the control unit 62 determines whether or not the angle D of the vehicle body 16 is equal to or larger than the third angle D3 and the rotation angle CA of the crank 12 is maintained within a predetermined range. When the angle D of the vehicle body 16 is equal to or larger than the third angle D3 and the rotation angle CA of the crank 12 is maintained within a predetermined range, the control unit 62 proceeds to Step S22. The control unit 62 controls the motor in the fourth control state in step S22, and ends the processing.

  In step S21, when the angle D of the vehicle body 16 is not equal to or larger than the third angle D3, and when the rotation angle CA of the crank 12 is not maintained within the predetermined range, the control unit 62 proceeds to step S23. In step S23, the control unit 62 determines whether or not the angle D of the vehicle body 16 is equal to or larger than the third angle D3 and the crank 12 is rotating beyond a predetermined range. When the angle D of the vehicle body 16 is equal to or larger than the third angle D3 and the crank 12 is rotating beyond the predetermined range, the control unit 62 proceeds to step S24 and controls the motor 52 in the fifth control state. , And the process ends.

  If the angle D of the vehicle body 16 is not equal to or greater than the third angle D3 in step S23, and if the crank 12 is rotating beyond a predetermined range, the control unit 62 proceeds to step S25. The control unit 62 controls the motor 52 in the first control state in step S25, and ends the processing.

(Third embodiment)
The control device 60 for a manually driven vehicle according to the third embodiment will be described with reference to FIGS. The control device for a manually driven vehicle 60 of the third embodiment is the same as the control device 60 for a manually driven vehicle of the second embodiment except that the process of controlling the motor 52 is different. The same components as those in the second embodiment are denoted by the same reference numerals as those in the first embodiment and the second embodiment, and redundant description will be omitted.

  When the angle D of the vehicle body 16 of the manually driven vehicle 10 is equal to or larger than the third angle D3 and the manual driving force H input to the crank 12 is less than a predetermined value HX, the control unit 62 sets the motor 52 in the fourth control state. Control. When the angle D is equal to or greater than the third angle D3 and the human-powered driving force H is equal to or greater than a predetermined value HX, the control unit 62 controls the motor 52 in a fifth control state different from the fourth control state. When the angle D of the vehicle body 16 of the manually driven vehicle 10 is smaller than the third angle D3, the control unit 62 controls the motor 52 in the first control state.

  When the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the third pitch angle DP <b> 3, and If the driving force H is less than the predetermined value HX, the motor 52 is controlled in the fourth control state, and if the pitch angle DP is equal to or more than the third pitch angle DP3 and the human driving force H is equal to or more than the predetermined value HX, 5 The motor 52 is controlled in the control state.

  When the angle D of the vehicle body 16 includes only the roll angle DR, the control unit 62 determines that the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the third roll angle DR3 and that the human-powered driving force H input to the crank 12 is used. Is smaller than the predetermined value HX, the motor 52 is controlled in the fourth control state, and if the roll angle DR is equal to or larger than the third roll angle DR3 and the manual driving force H is equal to or larger than the predetermined value HX, the fifth control state is set. Controls the motor 52.

  When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 of the manually driven vehicle 10 is equal to or greater than the third pitch angle DP <b> 3 and is input to the crank 12. Is smaller than a predetermined value HX, or the roll angle DR of the vehicle body 16 of the manual drive vehicle 10 is equal to or greater than the third roll angle DR3, and the manual drive force H input to the crank 12 is If the value is less than the predetermined value HX, the motor 52 is controlled in the fourth control state. When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 of the manually driven vehicle 10 is equal to or greater than the third pitch angle DP <b> 3 and is input to the crank 12. When the human-powered driving force H is equal to or greater than a predetermined value HX, or when the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the third roll angle DR3, and the human-powered driving force H input to the crank 12 is When the value is equal to or greater than the predetermined value HX, the motor 52 is controlled in the fifth control state.

  When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 of the human powered vehicle 10 is equal to or greater than the third pitch angle DP3, and The motor 52 may be controlled in the fourth control state when the roll angle DR of the vehicle body 16 is equal to or greater than the third roll angle DR3 and the manual driving force H input to the crank 12 is less than a predetermined value HX. . When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 of the human powered vehicle 10 is equal to or greater than the third pitch angle DP3, and If the roll angle DR of the vehicle body 16 is equal to or greater than the third roll angle DR3 and the manual driving force H input to the crank 12 is equal to or greater than a predetermined value HX, the motor 52 may be controlled in the fifth control state. .

  It is preferable that the predetermined value HX is set to a value suitable for determining wheelie traveling. In the fifth control state, the control unit 62 makes at least one of the ratio A and the upper limit value MX larger than in the first control state and larger than in the fourth control state. It is easy to apply the assisting force by the motor 52 to the manually driven vehicle 10 when the vehicle gets over an obstacle, and it is easy to reduce the assisting force in the case of wheelie running.

  With reference to FIG. 5, a process of controlling the motor 52 according to the angle D of the vehicle body 16 and the manual driving force H will be described. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S31 in the flowchart shown in FIG. After the end of the flowchart in FIG. 5, the control unit 62 repeats the processing from step S31 after a predetermined period until the supply of power is stopped.

  In step S31, the control unit 62 determines whether or not the angle D of the vehicle body 16 of the manually driven vehicle 10 is equal to or larger than the third angle D3 and the manually driven force H is less than a predetermined value HX. When the angle D of the vehicle body 16 of the manually driven vehicle 10 is equal to or greater than the third angle D3 and the manually driven force H is less than a predetermined value HX, the control unit 62 proceeds to step S32. In step S32, the control unit 62 controls the motor 52 in the fourth control state, and ends the processing.

  If the angle D of the vehicle body 16 of the manually driven vehicle 10 is not equal to or greater than the third angle D3 and if the manually driven force H is not less than the predetermined value HX in step S31, the control unit 62 proceeds to step S33. . In step S33, the control unit 62 determines whether the angle D is equal to or greater than the third angle D3 and the human-powered driving force H is equal to or greater than a predetermined value HX. When the angle D is equal to or greater than the third angle D3 and the human-powered driving force H is equal to or greater than the predetermined value HX, the control unit 62 proceeds to step S34, controls the motor 52 in the fifth control state, and ends the processing. .

  If the angle D is not greater than or equal to the third angle D3 in step S33, and if the human-powered driving force H is not greater than or equal to the predetermined value HX, the controller 62 proceeds to step S35. The controller 62 controls the motor 52 in the first control state in step S35, and ends the processing.

(Fourth embodiment)
A control device 60 for a manually driven vehicle according to a fourth embodiment will be described with reference to FIGS. 1, 6 and 7. The control device for a manually driven vehicle 60 of the fourth embodiment is the same as the control device 60 for a manually driven vehicle of the second embodiment except that the process of controlling the motor 52 is different. The same components as those in the second embodiment are denoted by the same reference numerals as those in the first embodiment and the second embodiment, and redundant description will be omitted. The control device for a manually driven vehicle 60 of the fourth embodiment includes a first load detection unit 74 instead of the detection unit 72 in the control device for a manually driven vehicle 60 of the first embodiment.

  When the angle D of the vehicle body 16 of the manually driven vehicle 10 is equal to or greater than the third angle D3 and the change amount DG of the load G of the steering unit 20 or the load G of the steering unit 20 is equal to or greater than a predetermined value GX, The motor 52 is controlled in the fourth control state. When the angle D is equal to or greater than the third angle D3 and the change amount DG of the load G of the steering unit 20 or the load G of the steering unit 20 is less than a predetermined value GX, the control unit 62 performs a fourth operation different from the fourth control state. 5 The motor 52 is controlled in the control state. When the angle D of the vehicle body 16 of the manually driven vehicle 10 is smaller than the third angle D3, the control unit 62 controls the motor 52 in the first control state.

  It is preferable that the human powered vehicle 10 includes a first load detection unit 74 for detecting the load G. The first load detection unit 74 is provided at the handle portion 34, a connection portion between the handle portion 34 and the front fork 32, or a connection portion between the front fork 32 and the frame 18. The first load detector 74 includes, for example, a load sensor. The load sensor includes a strain sensor, a strain gauge, and the like. The first load detection unit 74 may be configured to detect a tensile load when the occupant pulls on the handle portion 34 of the manually driven vehicle 10 while the occupant is in the manually driven vehicle 10. preferable. The first load detecting unit 74 is configured to detect, for example, a tensile load applied to the steering unit 20 in a predetermined direction in a range from the rear to the upper side of the manually driven vehicle 10 as viewed from the steering unit 20. Is preferred.

  When the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 determines that the angle D of the vehicle body 16 is equal to or larger than the third pitch angle DP3, and the change amount DG of the load G of the steering unit 20 or the steering unit. If the load G is equal to or larger than the predetermined value GX, the motor 52 is controlled in the fourth control state, the pitch angle DP is equal to or larger than the third pitch angle DP3, and the change amount DG of the load G of the steering unit 20 or the steering unit. When the load G of 20 is less than the predetermined value GX, the motor 52 is controlled in the fifth control state.

  When the angle D of the vehicle body 16 includes only the roll angle DR, the control unit 62 determines that the roll angle DR of the vehicle body 16 is equal to or greater than the third roll angle DR3 and that the change amount DG of the load G When the load G is equal to or larger than the predetermined value GX, the motor 52 is controlled in the fourth control state, the roll angle DR is equal to or larger than the third roll angle DR3, and the change amount DG of the load G of the steering unit 20 or the steering unit 20 is changed. When the load G is less than the predetermined value GX, the motor 52 is controlled in the fifth control state.

  When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the angle D of the vehicle body 16 is equal to or larger than the third pitch angle DP3 and that the load G of the steering unit 20 changes DG. Alternatively, when the load G of the steering unit 20 is equal to or greater than a predetermined value GX, or when the roll angle DR of the vehicle body 16 is equal to or greater than the third roll angle DR3, and the change amount DG of the load G of the steering unit 20 or the load of the steering unit 20 When G is equal to or greater than a predetermined value GX, the motor 52 is controlled in the fourth control state. When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP is equal to or larger than the third pitch angle DP3 and the change amount DG of the load G of the steering unit 20 or the steering angle. When the load G of the section 20 is less than a predetermined value GX, or when the roll angle DR of the body 16 of the manually driven vehicle 10 is equal to or greater than the third roll angle DR3, and the change amount DG of the load G of the steering section 20 or the steering section When the load G of 20 is less than the predetermined value GX, the motor 52 is controlled in the fifth control state.

  When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the angle D of the vehicle body 16 is equal to or larger than the third pitch angle DP3 and the roll angle DR of the vehicle body 16 is equal to the third roll. When the angle DR3 or more and the change amount DG of the load G of the steering unit 20 or the load G of the steering unit 20 is equal to or more than a predetermined value GX, the motor 52 may be controlled in the fourth control state. When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP is equal to or greater than the third pitch angle DP3 and the roll angle DR of the vehicle body 16 of the manually driven vehicle 10 is higher than the third pitch angle DP3. When the change amount DG of the load G of the steering section 20 or the load G of the steering section 20 is less than a predetermined value GX, the motor 52 may be controlled in the fifth control state.

  When the steering unit 20 is lifted to get over an obstacle, the load G and the change amount DG of the load G tend to be larger than in the case of wheelie running. It is preferable that the predetermined value GX and the change amount DG of the load G are set to values suitable for determining running when the vehicle gets over an obstacle. In the fifth control state, the control unit 62 makes at least one of the ratio A and the upper limit value MX larger than in the first control state and larger than in the fourth control state. It is easy to apply the assisting force by the motor 52 to the manually driven vehicle 10 when the vehicle gets over an obstacle, and it is easy to reduce the assisting force in the case of wheelie running.

  With reference to FIG. 7, a process for controlling the motor 52 according to the angle D of the vehicle body 16 and the load G of the steering unit 20 will be described. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S41 in the flowchart shown in FIG. After the end of the flowchart in FIG. 7, the control unit 62 repeats the processing from step S41 after a predetermined period until the supply of power is stopped.

  In step S41, the control unit 62 determines that the angle D of the vehicle body 16 of the manually driven vehicle 10 is equal to or greater than the third angle D3 and that the change amount DG of the load G of the steering unit 20 or the load GX of the steering unit 20 is a predetermined value GX. It is determined whether or not this is the case. When the angle D of the vehicle body 16 of the manually driven vehicle 10 is equal to or greater than the third angle D3 and the change amount DG of the load G of the steering unit 20 or the load G of the steering unit 20 is equal to or greater than a predetermined value GX, Move to step S42. In step S42, the control unit 62 controls the motor 52 in the fourth control state, and ends the processing.

  In step S41, when the angle D of the vehicle body 16 of the manually driven vehicle 10 is not greater than or equal to the third angle D3, the control unit 62 determines whether the change amount DG of the load G of the steering unit 20 or the load G of the steering unit 20 is predetermined. If it is not equal to or greater than the predetermined value GX, the process proceeds to step S43. In step S43, the control unit 62 determines whether the angle D is equal to or greater than the third angle D3 and the change amount DG of the load G of the steering unit 20 or the load G of the steering unit 20 is less than a predetermined value GX. When the angle D is equal to or larger than the third angle D3 and the change amount DG of the load G of the steering unit 20 or the load G of the steering unit 20 is less than a predetermined value GX, the control unit 62 proceeds to step S44, and proceeds to step S44. The motor 52 is controlled in the control state, and the process ends.

  The control unit 62 determines in step S43 that the angle D is not equal to or greater than the third angle D3 and that the change amount DG of the load G of the steering unit 20 or the load G of the steering unit 20 is not less than a predetermined value GX. Move to step S45. In step S45, the control unit 62 controls the motor 52 in the first control state, and ends the process.

(Fifth embodiment)
Referring to FIGS. 1, 2, and 8, a control device 60 for a manually driven vehicle according to a fifth embodiment will be described. The control device for a manually driven vehicle 60 of the fifth embodiment is the same as the control device 60 for a manually driven vehicle of the second embodiment except that the process of controlling the motor 52 is different. The same components as those in the second embodiment are denoted by the same reference numerals as those in the first embodiment and the second embodiment, and redundant description will be omitted.

  When the angle D of the vehicle body 16 of the manually driven vehicle 10 is equal to or greater than the third angle D3 and the rider advances the manually driven vehicle 10 without rotating the crank 12, the control unit 62 performs the fourth control of the motor 52. Control by state. When the angle D is equal to or greater than the third angle D3 and the rider is rotating the crank 12 to move the human-powered vehicle 10 forward, the control unit 62 controls the motor 52 in a fifth control state different from the fourth control state. Control. When the angle D of the vehicle body 16 of the manually driven vehicle 10 is smaller than the third angle D3, the control unit 62 controls the motor 52 in the first control state.

  When the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 is equal to or greater than the third pitch angle DP 3 and that the rider does not rotate the crank 12 without manually rotating the crank 12. 10 is advanced, the motor 52 is controlled in the fourth control state, the pitch angle DP is equal to or greater than the third pitch angle DP3, and the rider rotates the crank 12 to advance the human-powered vehicle 10. , The motor 52 is controlled in the fifth control state.

  When the angle D of the vehicle body 16 includes only the roll angle DR, the control unit 62 determines that the roll angle DR of the vehicle body 16 is equal to or greater than the third roll angle DR3 and that the rider advances the manually driven vehicle 10 without rotating the crank 12. When the motor 52 is controlled in the fourth control state, the roll angle DR is equal to or larger than the third roll angle DR3, and when the rider rotates the crank 12 to move the human-powered vehicle 10 forward, the motor 52 is controlled. Is controlled in the fifth control state.

  When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 is equal to or larger than the third pitch angle DP3 and the rider does not rotate the crank 12. When the manually driven vehicle 10 is moving forward, or when the roll angle DR of the vehicle body 16 is equal to or larger than the third roll angle DR3 and the rider is moving the manually driven vehicle 10 without rotating the crank 12, The motor 52 is controlled in the fourth control state. When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP is equal to or greater than the third pitch angle DP3, or the roll angle DR is equal to or greater than the third roll angle DR3, and When the rider rotates the crank 12 to advance the manually driven vehicle 10, the motor 52 is controlled in the fifth control state.

  When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 is equal to or larger than the third pitch angle DP3 and the roll angle DR of the vehicle body 16 is equal to the third pitch angle DP3. The motor 52 may be controlled in the fourth control state when the roll angle DR3 or more and the rider advances the manually driven vehicle 10 without rotating the crank 12. When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP is equal to or greater than the third pitch angle DP3, and that the rider rotates the crank 12 and Is advanced, and when the roll angle DR is equal to or greater than the third roll angle DR3 and the rider is rotating the crank 12 to advance the human-powered vehicle 10, the motor 52 is controlled in the fifth control state. It may be controlled.

  With reference to FIG. 8, a process for controlling the motor 52 according to the angle D of the vehicle body 16 and the state of rotation of the crank 12 by the rider will be described. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S51 in the flowchart shown in FIG. After the end of the flowchart in FIG. 8, the control unit 62 repeats the processing from step S51 after a predetermined period until the supply of power is stopped.

  In step S51, the control unit 62 determines whether or not the angle D of the vehicle body 16 is equal to or greater than the third angle D3, and whether or not the rider has advanced the manually driven vehicle 10 without rotating the crank 12. When the angle D of the vehicle body 16 is equal to or larger than the third angle D3 and the rider advances the manually driven vehicle 10 without rotating the crank 12, the control unit 62 proceeds to step S52. In step S52, the control unit 62 controls the motor 52 in the fourth control state, and ends the process.

  If the angle D of the vehicle body 16 is not equal to or greater than the third angle D3 in step S51, and if the rider has not advanced the human-powered vehicle 10 without rotating the crank 12, in step S51, the process proceeds to step S53. I do. In step S53, the control unit 62 determines whether or not the angle D is equal to or larger than the third angle D3, and whether or not the rider is rotating the crank 12 to move the manually driven vehicle 10 forward. When the angle D is equal to or larger than the third angle D3 and the rider is rotating the crank 12 to advance the human-powered vehicle 10, the control unit 62 proceeds to step S54 to control the motor 52 in the fifth control state. Then, the process ends.

  If the angle D is not equal to or larger than the third angle D3 in step S53, and if the rider has not rotated the crank 12 to advance the human-powered vehicle 10, the control unit 62 proceeds to step S55. The control unit 62 controls the motor 52 in the first control state in step S55, and ends the processing.

(Sixth embodiment)
With reference to FIGS. 1, 2, and 9, a control device 60 for a manually driven vehicle according to a sixth embodiment will be described. The control device for a manually driven vehicle 60 according to the sixth embodiment is the same as the control device for a manually driven vehicle 60 according to the first embodiment except that the process for controlling the motor 52 is different. The same reference numerals as in the first embodiment denote the same components, and a duplicate description will be omitted.

  The controller 62 controls the motor 52 in the sixth control state when the angle D of the vehicle body 16 of the manually driven vehicle 10 is equal to or larger than the fourth angle D4. When the state in which the angle D is equal to or greater than the fourth angle D4 continues for a predetermined time TX or more, the control unit 62 controls the motor 52 in a seventh control state different from the sixth control state. The control unit 62 determines that at least one of the ratio A of the output of the motor 52 to the manual driving force H input to the crank 12 of the manually driven vehicle 10 and the upper limit value MX of the output of the motor 52 is in the seventh control state. , The motor 52 is controlled differently from the case of the sixth control state. Preferably, at least one of the ratio A and the upper limit value MX is smaller in the seventh control state than in the sixth control state. It is preferable that the control unit 62 stops driving the motor 52 in the seventh control state. The fourth angle D4 is greater than 0 degree and less than 90 degrees. The fourth angle D4 is included in a range of, for example, 20 degrees to 50 degrees.

  When the angle D is less than the fourth angle D4, the control unit 62 controls the motor 52 in an eighth control state different from the sixth control state and the seventh control state. The control unit 62 controls the motor 52 such that at least one of the ratio A and the upper limit value MX is different in the seventh control state from those in the sixth control state and the eighth control state. Preferably, at least one of the ratio A and the upper limit value MX is smaller in the seventh control state than in the eighth control state.

  When the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 controls the motor 52 in the sixth control state when the pitch angle DP of the vehicle body 16 is equal to or greater than the fourth pitch angle DP4. When the state in which the angle DP is equal to or greater than the fourth pitch angle DP4 continues for a predetermined time TX or more, the motor 52 is controlled in the seventh control state. When the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 controls the motor 52 in the eighth control state when the pitch angle DP is smaller than the fourth pitch angle DP4.

  When the angle D of the vehicle body 16 includes only the roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the sixth control state when the roll angle DR of the vehicle body 16 is equal to or greater than the fourth roll angle DR4. When the state in which the angle DR is equal to or greater than the fourth roll angle DR4 continues for a predetermined time TX or more, the motor 52 is controlled in the seventh control state. When the angle D of the vehicle body 16 includes only the roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the eighth control state when the roll angle DR is less than the fourth roll angle DR4.

  When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 is equal to or larger than the fourth pitch angle DP4, or If the roll angle is equal to or larger than the roll angle DR4, the motor 52 is controlled in the sixth control state. When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines whether the state in which the pitch angle DP is equal to or greater than the fourth pitch angle DP4 has continued for a predetermined time TX or greater, or When the state in which the angle DR is equal to or larger than the fourth roll angle DR4 continues for a predetermined time TX or more, the motor 52 is controlled in the seventh control state. When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP is less than the fourth pitch angle DP4 and that the roll angle DR is less than the fourth roll angle DR4. Then, the motor 52 is controlled in the eighth control state.

  When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines that the pitch angle DP of the vehicle body 16 is equal to or greater than the fourth pitch angle DP4 and the roll angle DR of the vehicle body 16 is equal to the fourth angle. When the roll angle is equal to or larger than the roll angle DR4, the motor 52 may be controlled in the sixth control state. When the angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, the control unit 62 determines whether the state in which the pitch angle DP is equal to or greater than the fourth pitch angle DP4 continues for a predetermined time TX or more, and When the state in which the angle DR is equal to or greater than the fourth roll angle DR4 continues for a predetermined time TX or more, the motor 52 may be controlled in the seventh control state. The angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, and the condition that the motor 52 is controlled in the sixth control state is such that the pitch angle DP is equal to or greater than the fourth pitch angle DP4 and the roll angle DR is If the roll angle DR4 or more is included, the control unit 62 controls the motor 52 in the sixth control state, and the pitch angle DP is less than the fourth pitch angle DP4, or the roll angle DR is the fourth. When the roll angle is less than DR4, the motor 52 may be controlled in the eighth control state. The angle D of the vehicle body 16 includes the pitch angle DP and the roll angle DR of the vehicle body 16, and the condition that the motor 52 is controlled in the seventh control state is such that the pitch angle DP is equal to or greater than the fourth pitch angle DP4 and the roll angle DR is In the case where the roll angle DR4 or more is included, the pitch angle DP is less than the fourth pitch angle DP4, or the roll angle DR is When the roll angle is less than DR4, the motor 52 may be controlled in the eighth control state.

  In the case of wheelie running, the state in which the pitch angle DP is large tends to be longer than in the case where the steering unit 20 is lifted to get over an obstacle. The predetermined time TX is preferably set to a value suitable for determining wheelie traveling. The predetermined time TX is, for example, 2 seconds or less. In the fifth control state, the control unit 62 makes at least one of the ratio A and the upper limit value MX larger than in the first control state and larger than in the fourth control state. It is easy to apply the assisting force by the motor 52 to the manually driven vehicle 10 when the vehicle gets over an obstacle, and it is easy to reduce the assisting force in the case of wheelie running.

  With reference to FIG. 9, a process for controlling the motor 52 according to the angle D and the time of the vehicle body 16 will be described. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S61 in the flowchart shown in FIG. After the end of the flowchart in FIG. 9, the control unit 62 repeats the processing from step S61 after a predetermined period until the supply of power is stopped.

  In step S61, the control unit 62 determines whether the angle D of the vehicle body 16 is equal to or greater than the fourth angle D4. When the angle D of the vehicle body 16 is equal to or larger than the fourth angle D4, the control unit 62 proceeds to Step S62. In step S62, the control unit 62 determines whether the state where the angle D of the vehicle body 16 is equal to or greater than the fourth angle D4 has continued for a predetermined time TX or more. When the state in which the angle D of the vehicle body 16 is equal to or greater than the fourth angle D4 continues for the predetermined time TX or more, the control unit 62 proceeds to step S63. In step S63, the control unit 62 controls the motor 52 in the seventh control state, and ends the process.

  If the state in which the angle D of the vehicle body 16 is equal to or greater than the fourth angle D4 does not continue for the predetermined time TX in step S62, the control unit 62 proceeds to step S64. The controller 62 controls the motor 52 in the sixth control state in step S64, and ends the process.

  When the control unit 62 determines in step S61 that the angle D of the vehicle body 16 is not equal to or greater than the fourth angle D4, the process proceeds to step S65. In step S65, the control unit 62 controls the motor 52 in the eighth control state, and ends the process.

(Seventh embodiment)
A control device 60 for a manually driven vehicle according to a seventh embodiment will be described with reference to FIGS. 1, 10, and 11. The control device for a manually driven vehicle 60 according to the seventh embodiment is the same as the control device for a manually driven vehicle 60 according to the first embodiment except that the process for controlling the motor 52 is different. The same reference numerals as in the first embodiment denote the same components, and a duplicate description will be omitted. The control device for a manually driven vehicle 60 of the seventh embodiment includes a second load detection unit 76 instead of the detection unit 72 in the control device for a manually driven vehicle 60 of the first embodiment.

  The control unit 62 controls the motor 52 according to the load F of the handle unit 34 and the manual driving force H input to the crank 12. The control unit 62 controls the motor 52 in the ninth control state when the load F of the handle unit 34 is equal to or greater than the predetermined value FX, and controls the ninth control state when the load F of the handle unit 34 is less than the predetermined value FX. The motor 52 is controlled in a tenth control state different from the above. The load F of the handle portion 34 is preferably a load F of the handle portion 34 in a predetermined direction. The predetermined direction preferably includes a direction in which the occupant pulls the handle portion 34 in a state where the occupant is in the manually driven vehicle 10. The predetermined direction is included in a range between the upper side and the rear side of the manually driven vehicle 10 as viewed from the handle portion 34 of the manually driven vehicle 10. The control unit 62 determines that at least one of the ratio A of the output of the motor 52 to the manual driving force H input to the crank 12 of the manually driven vehicle 10 and the upper limit value MX of the output of the motor 52 is in the tenth control state. , The motor 52 is controlled differently from the case of the ninth control state. Preferably, at least one of the ratio A and the upper limit value MX is smaller in the tenth control state than in the ninth control state. It is preferable that the control unit 62 stops driving the motor 52 in the tenth control state.

  It is preferable that the manually driven vehicle 10 includes a second load detection unit 76 for detecting the load F. The second load detection unit 76 is provided at the handle portion 34 or at a connection portion between the handle portion 34 and the front fork 32. The second load detection unit 76 is configured similarly to the first load detection unit 74. The second load detecting unit 76 detects a load F applied to the handle unit 34 in a predetermined direction.

  With reference to FIG. 11, a process for controlling the motor 52 according to the load F of the handle portion 34 will be described. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S71 in the flowchart shown in FIG.

  In step S71, the control unit 62 determines whether the load F of the handle unit 34 is equal to or greater than a predetermined value FX. When the load F of the handle part 34 is equal to or greater than the predetermined value FX, the control unit 62 proceeds to step S72. In step S72, the control unit 62 controls the motor in the ninth control state, and ends the process.

  If the control unit 62 determines in step S71 that the load F of the handle unit 34 is not equal to or larger than the predetermined value FX, the process proceeds to step S73. The control unit 62 controls the motor 52 in the tenth control state in step S73, and ends the process.

(Modification)
The description relating to the embodiment is an exemplification of a form that the man-powered vehicle control device and the man-powered vehicle drive unit according to the present invention can take, and is not intended to limit the form. The man-powered vehicle control device and the man-powered vehicle drive unit according to the present invention can take a form in which, for example, a modification of the embodiment described below and at least two modifications that do not contradict each other are combined. In the following modified examples, portions common to the embodiment will be denoted by the same reference numerals as those in the embodiment, and description thereof will be omitted.

  When the angle D of the vehicle body 16 of the manually driven vehicle 10 is equal to or greater than the third angle D3 and the change amount XP of the load P of the pedal 22 or the load P of the pedal 22 is equal to or greater than a predetermined value PX, When the motor 52 is controlled in the fourth control state and the angle D is equal to or larger than the third angle D3 and the change amount XP of the load P of the pedal 22 or the load P of the pedal 22 is less than a predetermined value PX, the fourth control state May control the motor 52 in a different fifth control state. The load P of the pedal 22 may be detected by the torque sensor 70 or may be detected by a load sensor provided on the pedal 22.

  The controller 62 controls the motor 52 in the fourth control state when the angle D of the vehicle body 16 of the manually driven vehicle 10 is equal to or larger than the third angle D3 and the balance state of the pedal 22 is in the predetermined state. When the angle is equal to or greater than the third angle D3 and the balance state of the pedal 22 is not the predetermined state, the motor 52 may be controlled in a fifth control state different from the fourth control state. The balance state of the pedal 22 is determined based on at least one of the ratio and the difference between the loads P of the left and right pedals 22. The predetermined state includes, for example, at least one of a state in which the ratio of the load P of the left and right pedals 22 is close to 1 and a state in which the difference is equal to or less than a predetermined value.

  In each embodiment, of the crank rotation sensor 66, the vehicle speed sensor 68, and the torque sensor 70, it is necessary for the processing of the control unit 62 shown in the flowchart of FIGS. 3 to 5, 7 to 9, or 11. The sensor without the sensor may be omitted.

  In the first embodiment, the first angle D1 and the second angle D2 are stored in the storage unit 64, but the storage unit 64 can change at least one of the first angle D1 and the second angle D2. You may memorize it. In this case, the storage unit 64 is configured such that only the first angle D1, only the second angle D2, or both the first angle D1 and the second angle D2 can be changed by an operation unit or an external device provided in the manually driven vehicle 10. Is preferably stored. The external device includes, for example, a personal computer, a tablet computer, a smartphone, and the like.

  In the second embodiment, the storage unit 64 may changeably store at least one of the third angle D3 and the predetermined range of the rotation angle CA of the crank 12. In this case, only the third angle D3, only the predetermined range of the rotation angle CA of the crank 12, or the third angle D3 and the rotation angle of the crank 12 are determined by an operation unit or an external device provided in the manually driven vehicle 10. It is preferable that both of the predetermined ranges of the CA are stored in the storage unit 64 so as to be changeable.

  In the third embodiment, the storage unit 64 may store at least one of the third angle D3 and the predetermined value HX so as to be changeable. In this case, only the third angle D3, only the predetermined value HX, or both the third angle D3 and the predetermined value HX can be changed by an operation unit or an external device provided in the manually driven vehicle 10. 64 is preferably stored.

  In the fourth embodiment, the storage unit 64 may changeably store at least one of the third angle D3, the change amount DG of the load G, and the predetermined value GX. In this case, only the third angle D3, only the change amount DG of the load G, only the predetermined value GX, or the third angle D3, the change amount of the load G by an operation unit or an external device provided in the manually driven vehicle 10 It is preferable that an arbitrary combination of DG and the predetermined value GX is stored in the storage unit 64 in a changeable manner.

  -In 5th Embodiment, the memory | storage part 64 may memorize | store the 3rd angle D3 so that change is possible. In this case, it is preferable that the third angle D3 be changeably stored in the storage unit 64 by an operation unit or an external device provided in the manually driven vehicle 10.

  In the sixth embodiment, the storage unit 64 may changeably store at least one of the fourth angle D4 and the predetermined time TX. In this case, only the fourth angle D4, only the predetermined time TX, or both the fourth angle D4 and the predetermined time TX can be changed by an operation unit or an external device provided in the manually driven vehicle 10. 64 is preferably stored.

  In the seventh embodiment, the storage unit 64 may store the predetermined value FX in a changeable manner. In this case, it is preferable that the predetermined value FX be stored in the storage unit 64 in a changeable manner by an operation unit or an external device provided in the manually driven vehicle 10.

  DESCRIPTION OF SYMBOLS 10 ... human-powered vehicle, 12 ... crank, 16 ... body, 20 ... steering part, 34 ... handle part, 50 ... human-powered vehicle drive unit, 52 ... motor, 60 ... human-powered vehicle control device, 62 ... control part, 72 ... Detection unit.

Claims (23)

Including a control unit that controls a motor that assists propulsion of a manually driven vehicle having a crank,
The controller is configured to control the motor in a second control state different from the first control state when the angle of the vehicle body of the manually driven vehicle is equal to or greater than a first angle while controlling the motor in the first control state. Controlling the motor in a third control state different from the second control state, when the angle is greater than or equal to a second angle greater than the first angle,
At least one of the ratio of the output of the motor to the manual driving force input to the crank, and the upper limit of the output of the motor,
In the second control state, it is larger than in the first control state and larger than in the third control state, or
In the second control state, the control device for a manually driven vehicle that is smaller than in the first control state and smaller than in the third control state.     2. The second control state according to claim 1, wherein at least one of the ratio and the upper limit is larger than in the first control state and larger than in the third control state. 3. For human-powered vehicles.   The control device for a manually driven vehicle according to claim 2, wherein the control unit stops driving of the motor in the third control state. Including a control unit that controls a motor that assists propulsion of a manually driven vehicle having a crank,
The control unit controls the motor in a fourth control state when the angle of the vehicle body of the manually driven vehicle is equal to or greater than a third angle and the rotation angle of the crank is maintained within a predetermined range,
When the angle is equal to or larger than the third angle, and the crank is rotating beyond the predetermined range, the motor is controlled in a fifth control state different from the fourth control state. Control device. Including a control unit that controls a motor that assists propulsion of a manually driven vehicle having a crank,
The control unit controls the motor in a fourth control state when an angle of the vehicle body of the manually driven vehicle is equal to or greater than a third angle and the manually driven force input to the crank is less than a predetermined value.
When the angle is equal to or larger than the third angle and the manual driving force is equal to or larger than the predetermined value, the control device controls the motor in a fifth control state different from the fourth control state. Including a control unit that controls a motor that assists in propulsion of a manually driven vehicle having a steering unit and a crank,
The control unit is configured to control the motor in a fourth control state when an angle of the vehicle body of the manually driven vehicle is equal to or greater than a third angle and the amount of change in the load on the steering unit or the load on the steering unit is equal to or greater than a predetermined value. Control the
When the angle is equal to or greater than the third angle and the amount of change in the load on the steering unit or the load on the steering unit is less than the predetermined value, the motor is controlled in a fifth control state different from the fourth control state. A control device for human-powered vehicles to be controlled. Including a control unit that controls a motor that assists propulsion of a manually driven vehicle having a crank,
The control unit controls the motor in a fourth control state when an angle of a body of the manually driven vehicle is equal to or greater than a third angle and a rider advances the manually driven vehicle without rotating the crank. And
Controlling the motor in a fifth control state different from the fourth control state when the angle is equal to or greater than the third angle and a rider rotates the crank to advance the manually driven vehicle; Control device for driving vehicles.   In the control unit, at least one of a ratio of an output of the motor to a manual driving force input to a crank of the manually driven vehicle and an upper limit of an output of the motor is the fifth control state. The control device for a manually driven vehicle according to any one of claims 4 to 7, wherein the motor is controlled so as to be different from the case of the four control states.   The control device for a manually driven vehicle according to claim 8, wherein at least one of the ratio and the upper limit value is smaller in the fifth control state than in the fourth control state.   The control device for a manually driven vehicle according to claim 9, wherein the control unit stops driving the motor in the fifth control state. Including a control unit that controls a motor that assists the propulsion of a manually driven vehicle,
The control unit controls the motor in a sixth control state when the angle of the vehicle body of the manually driven vehicle is equal to or greater than a fourth angle, and when the state in which the angle is equal to or greater than the fourth angle continues for a predetermined time or more. A human-powered vehicle control device that controls the motor in a seventh control state different from the sixth control state.   In the control unit, at least one of a ratio of an output of the motor to a manual driving force input to a crank of the manually driven vehicle and an upper limit value of an output of the motor is the seventh control state. The control device for a manually driven vehicle according to claim 11, wherein the motor is controlled so as to be different from the case of the six control states.   The control device for a manually driven vehicle according to claim 12, wherein at least one of the ratio and the upper limit value is smaller in the seventh control state than in the sixth control state.   14. The human powered vehicle according to claim 12, wherein the control unit controls the motor in an eighth control state different from the sixth control state and the seventh control state when the angle is less than the fourth angle. Control device.   The control unit controls the motor such that at least one of the ratio and the upper limit value is different in the seventh control state from those in the sixth control state and the eighth control state. 3. The control device for a manually driven vehicle according to claim 1.   The control device for a manually driven vehicle according to claim 15, wherein at least one of the ratio and the upper limit value is smaller in the seventh control state than in the eighth control state.   The control device for a manually driven vehicle according to any one of claims 11 to 16, wherein the control unit stops driving of the motor in the seventh control state.   The control device for a manually driven vehicle according to any one of claims 1 to 17, wherein the angle of the vehicle body includes at least one of a pitch angle of the vehicle body and a roll angle of the vehicle body.   The control device for a manually driven vehicle according to any one of claims 1 to 18, further comprising a detection unit configured to detect an angle of the vehicle body. Including a control unit that controls a motor that assists in propulsion of a manually driven vehicle having a handle unit and a crank,
The control device for a manually driven vehicle, wherein the control unit controls the motor according to a load on the handle portion and a manually driven force input to the crank.   The control unit controls the motor in a ninth control state when the load on the handle is equal to or greater than a predetermined value, and the ninth control state when the load on the handle is less than the predetermined value. The control device for a manually driven vehicle according to claim 20, wherein the motor is controlled in a different tenth control state.   22. The control device for a manually driven vehicle according to claim 20, wherein the load of the handle portion is a load of the handle portion in a predetermined direction. A control device for a manually driven vehicle according to any one of claims 1 to 22,
And a motor configured to assist in propulsion of the manually driven vehicle.