JP6981944B2 - Control device for human-powered vehicles and drive system for human-powered vehicles - Google Patents

Description

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

A control device for a human-powered vehicle that controls various components mounted on a human-powered vehicle is known. In the conventional control device for a human-powered vehicle, the motor that assists the propulsion of the human-powered vehicle is controlled according to the human-powered driving force input to the crank of the human-powered vehicle. Patent Document 1 discloses an example of a conventional control device for a human-powered vehicle.

Japanese Unexamined Patent Publication No. 2018-24416

It is desirable that passengers on a human-powered vehicle can drive comfortably.
An object of the present invention is to provide a control device for a human-powered vehicle and a drive system for a human-powered vehicle that can contribute to the comfortable running of the human-powered vehicle.

The control device for a human-powered vehicle according to the first aspect of the present invention includes a control unit that controls a motor that assists the propulsion of the human-powered vehicle. The motor is controlled in the first assist mode, and when a predetermined condition is satisfied after the tilted state becomes the second tilted state, the motor is controlled in a second assist mode different from the first assist mode.
According to the control device for the human-powered vehicle on the first side surface, the motor is controlled in the assist mode according to the tilted state of the human-powered vehicle, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the second side according to the first side surface, the predetermined conditions are the elapsed time after the inclined state becomes the second inclined state, the mileage, and the rotation of the crank of the human-powered vehicle. It is defined based on the angle, the amount of rotation of the crank, and at least one of the human-powered driving forces input to the human-powered vehicle.
According to the control device for the human-powered vehicle on the second side surface, the control related to the second assist mode is executed at an appropriate timing, so that it is possible to contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the third side surface according to the second side surface, the predetermined condition is satisfied when a predetermined time elapses after the inclined state becomes the second inclined state.
According to the control device for the human-powered vehicle on the third side surface, the control related to the second assist mode is executed at an appropriate timing, so that it is possible to contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the fourth side surface according to the third side surface, the control unit changes to the first inclined state after the inclined state becomes the second inclined state and before the predetermined condition is satisfied. Then, the elapsed time is reset.
According to the control device for the human-powered vehicle on the fourth side surface, the control related to the second assist mode is executed at an appropriate timing, so that it is possible to contribute to the comfortable running of the human-powered vehicle. Further, the frequency of switching between the first assist mode and the second assist mode can be reduced.

In the control device for a human-powered vehicle on the fifth side surface according to any one of the first to fourth sides, the control unit controls the motor at the first assist ratio in the first assist mode, and the first one. In the two-assist mode, the motor is controlled by the second assist ratio, and the first assist ratio is smaller than the second assist ratio.
According to the control device for a human-powered vehicle on the fifth side surface, the motor is controlled at an assist ratio according to the tilted state of the human-powered vehicle, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the sixth side according to any one of the first to fourth sides, the control unit controls the motor with the first assist force in the first assist mode, and the first assist force is used. In the two-assist mode, the motor is controlled by the second assist force, and the first assist force is smaller than the second assist force.
According to the control device for the human-powered vehicle on the sixth side surface, the motor is controlled by the assist force according to the tilted state of the human-powered vehicle, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the seventh side according to any one of the first to sixth sides, the tilted state is the angle of the human-powered vehicle, the angular velocity of the human-powered vehicle, and the steering of the human-powered vehicle. Includes at least one of an angle, an angular velocity of said steering angle, and an angle with respect to a occupant aboard the manpower-driven vehicle.
According to the control device for the human-powered vehicle on the seventh side surface, the motor is controlled in the assist mode according to various tilting states of the human-powered vehicle, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the eighth side according to the seventh side surface, the angular velocity of the human-powered vehicle includes the yaw rate of the human-powered vehicle, and the yaw rate in the first inclined state is the yaw rate in the second inclined state. It is larger than the yaw rate.
According to the control device for the human-powered vehicle on the eighth side, the motor is controlled in the assist mode according to the yaw rate of the human-powered vehicle, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the ninth side surface according to any one of the first to eighth sides, the first tilted state includes a first tilted angle, and the second tilted state includes a second tilted angle. The first tilt angle is the same as the second tilt angle.
According to the control device for the human-powered vehicle on the ninth side surface, the motor is controlled in the assist mode according to the tilt angle of the human-powered vehicle, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the tenth side according to any one of the first to eighth sides, the first tilted state includes a first tilted angle, and the second tilted state includes a second tilted angle. The first tilt angle is different from the second tilt angle.
According to the control device for the human-powered vehicle on the tenth side surface, the motor is controlled in the assist mode according to the tilt angle of the human-powered vehicle, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle. Further, since the first inclination angle and the second inclination angle have a hysteresis characteristic, it is possible to prevent the frequency of switching between the first assist mode and the second assist mode from becoming excessively high.

In the control device for a human-powered vehicle on the eleventh side surface according to the tenth side surface, the first inclination angle is larger than the second inclination angle.
According to the control device for the human-powered vehicle on the eleventh side surface, the motor is controlled in the assist mode according to the inclination angle of the human-powered vehicle, so that the propulsion of the human-powered vehicle is suitably assisted. Specifically, when the inclined state of the human-powered vehicle is equal to or greater than the first inclination angle and the propulsive force of the human-powered vehicle becomes small, the passengers on the human-powered vehicle can stably travel in the corner. Further, when the propulsive force of the human-powered vehicle is maintained to be small until a predetermined condition is satisfied after the tilted state of the human-powered vehicle becomes equal to or less than the second tilt angle, the passenger boarding the human-powered vehicle enters the corner. You can drive stably. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the twelfth side surface according to the tenth or eleventh side surface, the control unit switches to the first assist mode and controls the motor when the tilted state becomes the first tilt angle or more. Then, when the predetermined condition is satisfied after the tilted state becomes equal to or less than the second tilted angle in the first assist mode, the motor is controlled by switching to the second assist mode.
According to the control device for the human-powered vehicle on the twelfth side surface, the motor is controlled in the assist mode according to the inclination angle of the human-powered vehicle, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the thirteenth side according to any one of the tenth to twelfth sides, the first tilt angle and the second tilt angle are the roll angle of the human-powered vehicle and the human-powered vehicle. The pitch angle, the yaw angle of the human-powered vehicle, and the steering angle of the human-powered vehicle are included.
According to the control device for the human-powered vehicle on the thirteenth side surface, the motor is controlled in the assist mode according to various tilt angles of the human-powered vehicle, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the 14th side according to any one of the 10th to 13th sides, the first inclination angle includes the roll angle of the human-powered vehicle.
According to the control device for the human-powered vehicle on the fourteenth side surface, the motor is controlled in the assist mode according to the roll angle of the human-powered vehicle, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the fifteenth side surface according to any one of the tenth to fourteenth side surfaces, the first inclination angle is 10 degrees or more.
According to the control device for a human-powered vehicle on the fifteenth side surface, it is possible to contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the 16th side according to any one of the 10th to 15th sides, the second inclination angle includes the roll angle of the human-powered vehicle.
According to the control device for the human-powered vehicle on the 16th side surface, the motor is controlled in the assist mode according to the roll angle of the human-powered vehicle, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the 17th side surface according to any one of the 10th to 16th side surfaces, the second inclination angle is 5 degrees or less.
According to the control device for a human-powered vehicle on the 17th side surface, it is possible to contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the 18th side surface according to any one of the 1st to 6th side surfaces, the control unit sets the motor in the first assist mode when the tilted state becomes the first threshold value or more. When the predetermined condition is satisfied after the tilted state becomes equal to or less than the second threshold value, the motor is controlled in the second assist mode.
According to the control device for the human-powered vehicle on the eighteenth side, the motor is controlled in the assist mode according to the tilted state of the human-powered vehicle, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the 19th side surface according to the 18th side surface, the first threshold value is the same as the second threshold value.
According to the control device for a human-powered vehicle on the 19th side surface, it is possible to contribute to suitable traveling of the human-powered vehicle.

In the control device for a human-powered vehicle on the 20th side according to the 18th side surface, the first threshold value is different from the second threshold value.
According to the control device for a human-powered vehicle on the 20th side surface, it is possible to contribute to suitable traveling of the human-powered vehicle. Further, since the first threshold value and the second threshold value have a hysteresis characteristic, it is possible to prevent the frequency of switching between the first assist mode and the second assist mode from becoming excessively high.

In the control device for a human-powered vehicle on the 21st side according to any one of the first to 20th sides, the control unit has a human-powered driving force input to the human-powered vehicle in the first assist mode. When the one-human power threshold value is reached, the motor starts assisting the propulsion of the human-powered vehicle, and in the second assist mode, when the human-powered driving force reaches the second human-powered threshold value, the motor propels the human-powered vehicle. The assist is started, and the first human power threshold is larger than the second human power threshold.
According to the control device for a human-powered vehicle on the 21st side surface, the threshold value of the human-powered driving force for starting the driving of the motor is changed according to the assist mode. The drive is started. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

The control device for a human-powered vehicle on the 22nd side surface according to any one of the 1st to 21st side surfaces further includes a first detection unit for detecting the inclined state.
According to the control device for the human-powered vehicle on the 22nd side surface, since the inclined state of the human-powered vehicle is suitably detected, it is possible to contribute to the comfortable running of the human-powered vehicle.

The control device for a human-powered vehicle according to the 23rd aspect of the present invention includes a control unit that controls a motor that assists the propulsion of the human-powered vehicle. Then, when the motor is controlled in the first assist mode and the predetermined condition is satisfied after the input state of the human-powered driving force input to the human-powered vehicle becomes the predetermined input state, the motor is set to the first assist mode. Controls in a different second assist mode.
According to the control device for the human-powered vehicle on the 23rd side surface, the motor is controlled in the assist mode according to the tilted state of the human-powered vehicle and the human-powered driving force, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the 24th side according to the 23rd side surface, the predetermined conditions are the elapsed time after the input state becomes the predetermined input state, the mileage, and the rotation angle of the crank of the human-powered vehicle. , And, it is defined based on at least one of the rotation amounts of the crank.
According to the control device for the human-powered vehicle on the 24th side surface, the control related to the second assist mode is executed at an appropriate timing, so that it is possible to contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the 25th side surface according to the 24th side surface, the predetermined condition is satisfied when a predetermined time elapses after the input state becomes the predetermined input state.
According to the control device for the human-powered vehicle on the 25th side surface, the control related to the second assist mode is executed at an appropriate timing, so that it is possible to contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the 26th side according to the 25th side surface, the control unit changes the input state to the predetermined input state after the input state becomes the predetermined input state and before the predetermined condition is satisfied. The elapsed time is reset when the state deviates from the state and the tilted state becomes the first tilted state.
According to the control device for the human-powered vehicle on the 26th side surface, the control related to the second assist mode is executed at an appropriate timing, so that it is possible to contribute to the comfortable running of the human-powered vehicle. Further, the frequency of switching between the first assist mode and the second assist mode can be reduced.

In the human-powered vehicle control device of the 27th side according to any one of the 23rd to 26th sides, the input state includes a cadence regarding the crank arm of the human-powered vehicle.
According to the control device for the human-powered vehicle on the 27th side surface, it is possible to contribute to the comfortable running of the human-powered vehicle.

In the human-powered vehicle control device on the 28th side according to any one of the 23rd to 27th sides, the input state includes torque input to the human-powered vehicle.
According to the control device for the human-powered vehicle on the 28th side surface, it is possible to contribute to the comfortable running of the human-powered vehicle.

The control device for a human-powered vehicle according to the 29th aspect of the present invention includes a control unit that controls a motor that assists the propulsion of the human-powered vehicle. Then, the motor is controlled in the first assist mode, the tilted state becomes the second tilted state, and the input state of the human-powered driving force input to the human-powered vehicle becomes the predetermined input state, and then the predetermined conditions are met. When is satisfied, the motor is controlled in a second assist mode different from the first assist mode.
According to the control device for the human-powered vehicle on the 29th side surface, the motor is controlled in the assist mode according to the tilted state of the human-powered vehicle and the human-powered driving force, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the 30th side according to the 29th side surface, the predetermined condition is that the tilted state is in the second tilted state and the input state of the human-powered driving force is in the predetermined input state. It is defined based on at least one of the later elapsed time, the mileage, the rotation angle of the crank of the human-powered vehicle, and the amount of rotation of the crank.
According to the control device for the human-powered vehicle on the thirtieth side, the control related to the second assist mode is executed at an appropriate timing, so that it is possible to contribute to the comfortable running of the human-powered vehicle.

In the control device for a human-powered vehicle on the 31st side surface according to the 30th side surface, when the inclined state becomes the second inclined state and a predetermined time elapses after the input state becomes a predetermined input state, the predetermined time elapses. The condition is satisfied.
According to the control device for the human-powered vehicle on the 31st side surface, the control related to the second assist mode is executed at an appropriate timing, so that it is possible to contribute to the comfortable running of the human-powered vehicle.

The control device for a human-powered vehicle on the 32nd side surface according to any one of the 23rd to 31st sides further includes a first detection unit for detecting the tilted state.
According to the control device for the human-powered vehicle on the 32nd side surface, since the inclined state of the human-powered vehicle is suitably detected, it is possible to contribute to the comfortable running of the human-powered vehicle.

The control device for a human-powered vehicle on the 33rd side surface according to any one of the 23rd to 32nd side surfaces further includes a second detection unit for detecting the input state.
According to the control device for a human-powered vehicle on the 33rd side surface, since the input state of the human-powered driving force is suitably detected, it is possible to contribute to the comfortable running of the human-powered vehicle.

The drive system for a human-powered vehicle according to the 34th aspect of the present invention includes the control device for the human-powered vehicle and the motor.
According to the drive system for a human-powered vehicle on the 34th side surface, the motor is controlled in the assist mode according to the tilted state of the human-powered vehicle, so that the propulsion of the human-powered vehicle is suitably assisted. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

According to the control device for a human-powered vehicle and the drive system for a human-powered vehicle of the present invention, it is possible to contribute to the comfortable running of the human-powered vehicle.

A side view of a human-powered vehicle including a drive system for a human-powered vehicle according to the first embodiment. FIG. 3 is a block diagram showing a configuration of a drive system for a human-powered vehicle of FIG. A map showing an example of the relationship between the tilted state of a human-powered vehicle and the assist mode. A graph showing an example of the relationship between human-powered driving force and motor output. FIG. 3 is a flowchart showing an example of control executed by the control device for a human-powered vehicle of FIG. The block diagram which shows the structure of the drive system for the human power drive vehicle of 2nd Embodiment. FIG. 6 is a flowchart showing an example of control executed by the control device for a human-powered vehicle of FIG. FIG. 5 is a flowchart showing an example of control executed by the control device for a human-powered vehicle in the drive system for a human-powered vehicle according to the third embodiment. A map showing an example of the relationship between the tilted state of a human-powered vehicle and the assist mode in a modified example of a drive system for a human-powered vehicle.

<First Embodiment>
A human-powered vehicle A including a drive system 1 for a human-powered vehicle will be described with reference to FIG.
Here, the human-powered vehicle means a vehicle that uses human power at least partially with respect to a driving force for traveling, and includes a vehicle that electrically assists human power. Vehicles that use only driving forces other than human power are not included in human-powered vehicles. In particular, vehicles that use only an internal combustion engine as a driving force are not included in human-powered vehicles. The illustrated human-powered vehicle A is a bicycle including an electric auxiliary unit E that assists the propulsion of the human-powered vehicle A by using electric energy. Specifically, the human-powered vehicle A shown in the figure is a trekking motorcycle. The human-powered vehicle A further includes a frame A1, a front fork A2, a front wheel WF, a rear wheel WR, a steering wheel H, and a drive train B.

The drive train B is, for example, a chain drive type. The drive train B includes a crank C, a front sprocket D1, a rear sprocket D2, and a chain D3. The crank C includes a crank shaft C1 rotatably supported by the frame A1 and a pair of crank arms C2 provided at both ends of the crank shaft C1. A pedal PD is rotatably attached to the tip of each crank arm C2. The drive train B can be selected from any type, and may be a belt drive type or a shaft drive type.

The front sprocket D1 is provided on the crank C so as to rotate integrally with the crank shaft C1. The rear sprocket D2 is provided on the hub HR of the rear wheel WR. The chain D3 is wound around the front sprocket D1 and the rear sprocket D2. The human-powered driving force applied to the pedal PD by the passenger boarding the human-powered vehicle A is transmitted to the rear wheel WR via the front sprocket D1, the chain D3, and the rear sprocket D2.

The electric auxiliary unit E operates so as to assist the propulsion of the human-powered vehicle A. The electric auxiliary unit E operates according to, for example, a human-powered driving force applied to the pedal PD. The human-powered driving force is represented by at least one of the rotational torque applied to the crank C, the rotational speed of the crank C, and the power which is the product of the rotational torque of the crank C and the rotational speed of the crank C. The rotational torque of the crank C includes at least one of the rotational torque acting on the crank shaft C1 and the human-powered torque input to the crank arm C2 or the pedal PD. The human power torque is a rotational torque around the crank shaft C1. The rotational speed of the crank C is synonymous with cadence. In one example, a sensor for detecting a human-powered driving force is mounted on the human-powered vehicle A. The electric auxiliary unit E includes a motor E1. The motor E1 is connected to the crank C via, for example, a reduction mechanism. The electric auxiliary unit E is operated by the electric power supplied from the battery BT mounted on the human-powered vehicle A. The electric auxiliary unit E may operate according to the traveling speed of the human-powered vehicle A.

The configuration of the drive system 1 for a human-powered vehicle will be described with reference to FIG.
The drive system 1 for a human-powered vehicle includes a control device 10 for a human-powered vehicle and a motor E1. The control device 10 for a human-powered vehicle includes a control unit 12 that controls a motor E1 that assists the propulsion of the human-powered vehicle A. The control unit 12 is a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 12 is housed in, for example, the housing E2 of the electric auxiliary unit E. The control unit 12 may control various components mounted on the human-powered vehicle A, in addition to the motor E1 that assists the propulsion of the human-powered vehicle A. The control device 10 for a human-powered vehicle further includes a storage unit 14 for storing various types of information. The storage unit 14 includes a non-volatile memory and a volatile memory. The storage unit 14 stores, for example, various programs for control, preset information, and the like.

The control unit 12 controls the motor E1 in various assist modes according to, for example, the tilted state of the human-powered vehicle A. The control unit 12 controls the motor E1 in the first assist mode when the tilted state of the human-powered vehicle A becomes the first tilted state. When a predetermined condition is satisfied after the tilted state of the human-powered vehicle A becomes the second tilted state, the control unit 12 controls the motor E1 in a second assist mode different from the first assist mode. In the present embodiment, the second assist mode is a normal assist mode that operates according to a human-powered driving force.

The predetermined conditions are the elapsed time after the tilted state of the human-powered vehicle A becomes the second tilted state, the mileage, the rotation angle of the crank C of the human-powered vehicle A, the rotation amount of the crank C, and the human-powered vehicle A. It is defined based on at least one of the human-powered driving forces input to. In one example, a predetermined condition is satisfied when a predetermined time elapses after the inclined state of the human-powered vehicle A becomes the second inclined state. The predetermined time is set in advance based on, for example, the elapsed time required for the passenger boarding the human-powered vehicle A to be in a state where the human-powered vehicle A can be stably driven. The control unit 12 determines that the predetermined condition is satisfied when the elapsed time after the tilted state of the human-powered vehicle A becomes the second tilted state reaches a predetermined time.

In one example, when the human-powered vehicle A travels a predetermined distance after the tilted state of the human-powered vehicle A becomes the second inclined state, a predetermined condition is satisfied. The predetermined distance is set in advance based on, for example, the mileage required for the passenger boarding the human-powered vehicle A to be able to stably travel the human-powered vehicle A. The control unit 12 determines that the predetermined condition is satisfied when the mileage after the tilted state of the human-powered vehicle A becomes the second tilted state becomes a predetermined distance.

The rotation angle of the crank C indicates the angle at which the crank C is rotated. In one example, when the crank C rotates by a predetermined angle after the tilted state of the human-powered vehicle A becomes the second tilted state, a predetermined condition is satisfied. The predetermined angle is set in advance based on, for example, the rotation angle of the crank C required for the passenger boarding the human-powered vehicle A to be able to stably drive the human-powered vehicle A. The control unit 12 determines that the predetermined condition is satisfied when the rotation angle of the crank C after the tilted state of the human-powered vehicle A becomes the second tilted state becomes a predetermined angle.

The amount of rotation of the crank C indicates the number of times the crank C has rotated. In one example, when the crank C rotates by a predetermined rotation amount after the tilted state of the human-powered vehicle A becomes the second tilted state, a predetermined condition is satisfied. The predetermined rotation amount is set in advance based on, for example, the rotation amount of the crank C required for the passenger boarding the human-powered vehicle A to be able to stably drive the human-powered vehicle A. The control unit 12 determines that the predetermined condition is satisfied when the rotation amount of the crank C after the inclination state of the human-powered vehicle A becomes the second inclination state becomes the predetermined rotation amount.

In one example, when the human-powered driving force becomes equal to or higher than the predetermined human-powered driving force after the tilted state of the human-powered vehicle A becomes the second tilted state, the predetermined condition is satisfied. The predetermined human-powered driving force is set in advance based on, for example, the human-powered driving force required for the passenger boarding the human-powered vehicle A to be able to stably drive the human-powered vehicle A. The predetermined human-powered driving force may be preset based on the human-powered driving force required for the passenger boarding the human-powered vehicle A to re-accelerate the human-powered vehicle A. The control unit 12 determines that the predetermined condition is satisfied when the human-powered driving force after the tilted state of the human-powered vehicle A becomes the second tilted state becomes equal to or higher than the predetermined human-powered driving force.

For example, when the first reset condition is satisfied, the control unit 12 resets the first determination information including various elements used for determining the predetermined condition. The first determination information is at least one of the elapsed time after the tilted state of the human-powered vehicle A becomes the second tilted state, the mileage, the rotation angle of the crank C, the rotation amount of the crank C, and the human-powered driving force. including. In one example, the control unit 12 determines that the first reset condition is satisfied when the first tilted state is reached before the predetermined condition is satisfied after the tilted state of the human-powered vehicle A is changed to the second tilted state.

In the example in which the elapsed time is included in the first determination information, the control unit 12 is subjected to human power when the tilted state of the human-powered vehicle A becomes the second tilted state and then becomes the first tilted state before the predetermined condition is satisfied. The elapsed time after the tilted state of the driving vehicle A becomes the second tilted state is reset. In this case, the control unit 12 may count the elapsed time again when the tilted state of the human-powered vehicle A becomes the second tilted state after being reset, or may count the elapsed time again immediately after being reset. good. In the example in which the mileage is included in the first determination information, the control unit 12 is subjected to human power when the tilted state of the human-powered vehicle A becomes the second tilted state and then becomes the first tilted state before the predetermined condition is satisfied. The mileage after the inclined state of the driving vehicle A becomes the second inclined state is reset. In this case, the control unit 12 may count the mileage again when the tilted state of the human-powered vehicle A becomes the second tilted state after being reset, or may count the mileage again immediately after being reset. good. In the example in which the rotation angle of the crank C is included in the first determination information, the control unit 12 changes to the first tilted state after the tilted state of the human-powered vehicle A becomes the second tilted state and before the predetermined condition is satisfied. Then, the rotation angle of the crank C after the tilted state of the human-powered vehicle A becomes the second tilted state is reset. In this case, the control unit 12 may count the rotation angle of the crank C again when the tilted state of the human-powered vehicle A becomes the second tilted state after being reset, and the rotation angle of the crank C immediately after being reset. May be counted again. In the example in which the rotation amount of the crank C is included in the first determination information, the control unit 12 changes to the first tilted state after the tilted state of the human-powered vehicle A becomes the second tilted state and before the predetermined condition is satisfied. Then, the rotation amount of the crank C after the inclined state of the human-powered vehicle A becomes the second inclined state is reset. In this case, the control unit 12 may count the rotation amount of the crank C again when the inclination state of the human-powered vehicle A becomes the second inclination state after the reset, and the rotation amount of the crank C immediately after the reset. May be counted again. In the example in which the human-powered driving force is included in the first determination information, the control unit 12 determines that after the tilted state of the human-powered vehicle A becomes the second tilted state, the first tilted state is reached before the predetermined condition is satisfied. The human-powered driving force after the tilted state of the human-powered vehicle A becomes the second tilted state is reset. In this case, the control unit 12 may recalculate the human-powered driving force when the tilted state of the human-powered vehicle A becomes the second tilted state after being reset, and the control unit 12 recalculates the human-powered driving force immediately after being reset. You may.

The tilted state of the human-powered vehicle A is the angle of the human-powered vehicle A, the angular velocity of the human-powered vehicle A, the steering angle of the human-powered vehicle A, the angular velocity of the steering angle of the human-powered vehicle A, and boarding the human-powered vehicle A. Includes at least one angle with respect to the occupant. The angle of the human-powered vehicle A includes at least one of a roll angle of the human-powered vehicle A, a pitch angle of the human-powered vehicle A, and a yaw angle of the human-powered vehicle A. The roll angle of the human-powered vehicle A defines, for example, the inclination of the human-powered vehicle A in the left-right direction with respect to a vertical plane. In one example, as the roll angle of the human-powered vehicle A increases, the inclination of the human-powered vehicle A with respect to the vertical surface increases, and as the roll angle of the human-powered vehicle A decreases, the inclination of the human-powered vehicle A with respect to the vertical surface decreases. .. The roll angle of the human-powered vehicle A may define the inclination of the human-powered vehicle A in the left-right direction with respect to the horizontal plane. In this case, as the roll angle of the human-powered vehicle A increases, the inclination of the human-powered vehicle A with respect to the horizontal plane increases, and as the roll angle of the human-powered vehicle A decreases, the inclination of the human-powered vehicle A with respect to the horizontal plane decreases. The pitch angle of the human-powered vehicle A defines, for example, the inclination of the human-powered vehicle A in the front-rear direction with respect to a horizontal plane. In one example, the height position of the front wheel WF becomes higher with respect to the height position of the rear wheel WR as the pitch angle of the human-powered vehicle A increases, and the height of the front wheel WF increases as the pitch angle of the human-powered vehicle A decreases. The position is lower than the height position of the rear wheel WR. In another example, the height position of the front wheel WF becomes lower with respect to the height position of the rear wheel WR as the pitch angle of the human-powered vehicle A increases, and the height position of the front wheel WF decreases as the pitch angle of the human-powered vehicle A decreases. The height position is higher than the height position of the rear wheel WR. The yaw angle of the human-powered vehicle A defines, for example, the rotation of the human-powered vehicle A around a vertical axis.

The angular velocity of the human-powered vehicle A includes the yaw rate of the human-powered vehicle A. The angular velocity of the human-driven vehicle A is instead of or in addition to the yaw rate of the human-driven vehicle A, may include at least one of the pitch angular velocity of the roll angular velocity and human-driven vehicle A the human-driven vehicle A. The steering angle of the human-powered vehicle A is, for example, the rotation angle of the steering wheel H. The angular velocity of the steering angle of the human-powered vehicle A is, for example, the rotational angular velocity of the steering wheel H. The angle with respect to the passenger boarding the human-powered vehicle A includes an angle that reflects the attitude of the passenger with respect to the human-powered vehicle A. In one example, the angle with respect to the passenger boarding the human-powered vehicle A is defined based on the relationship between the angle of the human-powered vehicle A and the attitude of the passenger with respect to the human-powered vehicle A.

In the present embodiment, the inclined state of the human-powered vehicle A in the first inclined state is larger than the inclined state of the human-powered vehicle A in the second inclined state. The first inclined state indicates, for example, a state in which the amount of inclination of the human-powered vehicle A is relatively large. In one example, the first tilted state indicates a state in which the human-powered vehicle A is tilted. The first tilted state defines, for example, the direction in which the tilted state of the human-powered vehicle A becomes large. In one example, the first tilted state indicates a state in which the tilted state of the human-powered vehicle A is changed so that the tilted state of the human-powered vehicle A becomes large. The second inclined state indicates, for example, a state in which the amount of inclination of the human-powered vehicle A is relatively small. In one example, the second tilted state indicates a state in which the human-powered vehicle A is substantially not tilted. The state in which the human-powered vehicle A is not substantially tilted includes a state in which the tilt of the human-powered vehicle A is restored and a state in which the tilt of the human-powered vehicle A is likely to be restored. The state in which the tilt of the human-powered vehicle A is restored includes a state in which the human-powered vehicle A stands upright with respect to the horizontal plane. The second tilted state defines, for example, a direction in which the tilted state of the human-powered vehicle A becomes smaller. In one example, the second tilted state indicates a state in which the tilted state of the human-powered vehicle A is changed so that the tilted state of the human-powered vehicle A becomes smaller.

The relationship between the various tilted states in the first tilted state and the various tilted states in the second tilted state is as follows. The roll angle in the first tilted state is larger than the roll angle in the second tilted state. The pitch angle in the first tilted state is larger than the pitch angle in the second tilted state. The yaw angle in the first tilted state is larger than the yaw angle in the second tilted state. The yaw rate in the first inclined state is higher than the yaw rate in the second inclined state. The roll angular velocity in the first tilted state is larger than the roll angular velocity in the second tilted state. The pitch angular velocity in the first tilted state is larger than the pitch angular velocity in the second tilted state. The steering angle in the first tilted state is larger than the steering angle in the second tilted state. The angular velocity of the steering angle in the first tilted state is larger than the angular velocity of the steering angle in the second tilted state. The angle with respect to the passenger in the first tilted state is larger than the angle with respect to the passenger in the second tilted state.

FIG. 3 shows an example of the relationship between the tilted state of the human-powered vehicle A and the assist mode.
The first tilt state includes the first tilt angle IA1. The second tilt state includes the second tilt angle IA2. The first tilt angle IA1 is different from the second tilt angle IA2. In one example, the first tilt angle IA1 is larger than the second tilt angle IA2.

The first tilt angle IA1 and the second tilt angle IA2 include at least one of a roll angle of the human-powered vehicle A, a pitch angle of the human-powered vehicle A, a yaw angle of the human-powered vehicle A, and a steering angle of the human-powered vehicle A. .. In the present embodiment, the first inclination angle IA1 includes the roll angle of the human-powered vehicle A. The size of the first tilt angle IA1 is preset based on the type of the first tilt angle IA1. In a preferred example, the first tilt angle IA1 is 5 degrees or more. In a more preferred example, the first tilt angle IA1 is 8 degrees or more. In one example, the first tilt angle IA1 is 10 degrees or more. In the present embodiment, the second inclination angle IA2 includes the roll angle of the human-powered vehicle A. The size of the second tilt angle IA2 is preset based on the type of the second tilt angle IA2. In a preferred example, the second tilt angle IA2 is 10 degrees or less. In a more preferred example, the second tilt angle IA2 is 8 degrees or less. In one example, the second tilt angle IA2 is 5 degrees or less.

When the tilted state of the human-powered vehicle A becomes the first tilt angle IA1 or more, the control unit 12 switches to the first assist mode and controls the motor E1. In the present embodiment, the control unit 12 controls the motor E1 by alternately switching between the first assist mode and the second assist mode according to the tilted state of the human-powered vehicle A. In one example, when the tilted state of the human-powered vehicle A becomes the first tilt angle IA1 or more in the second assist mode, the control unit 12 switches to the first assist mode and controls the motor E1. When a predetermined condition is satisfied after the tilted state of the human-powered vehicle A becomes the second tilt angle IA2 or less in the first assist mode, the control unit 12 switches to the second assist mode and controls the motor E1.

The control unit 12 controls the motor E1 in the first assist mode when the tilted state of the human-powered vehicle A becomes equal to or higher than the first threshold value TI1. The control unit 12 controls the motor E1 in the second assist mode when a predetermined condition is satisfied after the tilted state of the human-powered vehicle A becomes equal to or less than the second threshold value TI2. The first threshold TI1 is different from the second threshold TI2. In one example, the first threshold TI1 is greater than the second threshold TI2. The first threshold value TI1 is a threshold value that defines, for example, the first inclination angle IA1. The second threshold value TI2 is a threshold value that defines, for example, the second inclination angle IA2. The control unit 12 may change the threshold values TI1 and TI2 according to the traveling speed of the human-powered vehicle A.

As shown in FIG. 4, the control unit 12 controls the motor E1 so that the output of the motor E1 changes according to the human-powered driving force. Hereinafter, the output of the motor E1 will be referred to as a motor output. The motor output is the output of the motor E1 via the deceleration mechanism. The motor output may be the output of the output shaft of the motor E1. The motor output is represented by at least one of the rotational torque of the crank C, the rotational speed of the crank C, and the power. The motor output is synonymous with the assist force that assists the propulsion of the human-powered vehicle A.

In the first assist mode, when the human power driving force input to the human power driving vehicle A reaches the first human power threshold value TP1, the control unit 12 starts assisting the propulsion of the human power driving vehicle A by the motor E1. In one example, in the first assist mode, the control unit 12 starts driving the motor E1 when the human power driving force changes from a state of less than the first human power threshold value TP1 to a state of the first human power threshold value TP1 or more. The first human power threshold TP1 is larger than 0. The control unit 12 controls the motor E1 as follows, for example, in the first assist mode. The control unit 12 controls the motor E1 so that the motor output increases proportionally as the human-powered driving force increases. The control unit 12 controls the motor E1 so that the motor output maintains the first predetermined value VP1 when the human-powered driving force becomes equal to or higher than the first predetermined threshold value TH1. The first predetermined threshold value TH1 is larger than the first human power threshold value TP1. The first predetermined value VP1 defines the upper limit value of the motor output in the first assist mode. For example, when the human power driving force is included in the range of the first human power threshold TP1 or more and less than the first predetermined threshold TH1, the control unit 12 controls the motor E1 so that the assist ratio becomes the first ratio. The assist ratio is the ratio between the human-powered driving force and the motor output. The graph shown by the solid line in FIG. 4 shows the relationship between the human-powered driving force and the motor output in the first assist mode.

In the second assist mode, when the human-powered driving force input to the human-powered vehicle A reaches the second human-powered threshold value TP2, the control unit 12 starts assisting the propulsion of the human-powered vehicle A by the motor E1. In one example, in the second assist mode, the control unit 12 starts driving the motor E1 when the human power driving force changes from a state of less than the second human power threshold value TP2 to a state of the second human power threshold value TP2 or more. The second human power threshold TP2 is larger than 0. The first human power threshold TP1 is larger than the second human power threshold TP2. In this case, the timing for starting the propulsion assist of the human-powered vehicle A in the first assist mode is later than the timing for starting the propulsion assist of the human-powered vehicle A in the second assist mode. The second human power threshold value TP2 may be 0.

The control unit 12 controls the motor E1 as follows, for example, in the second assist mode. The control unit 12 controls the motor E1 so that the motor output increases proportionally as the human-powered driving force increases. The control unit 12 controls the motor E1 so that the motor output maintains the second predetermined value VP2 when the human-powered driving force becomes the second predetermined threshold TH2 or more. The second predetermined threshold TH2 is larger than the second human power threshold TP2. The second predetermined value VP2 defines the upper limit value of the motor output in the second assist mode. The second predetermined value VP2 defines the output upper limit value of the motor E1. In one example, the second predetermined value VP2 is larger than the first predetermined value VP1. For example, when the human power driving force is included in the range of the second human power threshold TP2 or more and less than the second predetermined threshold TH2, the control unit 12 controls the motor E1 so that the assist ratio becomes the second ratio. In one example, the second ratio is greater than the first ratio. The two-dot chain line graph shown in FIG. 4 shows the relationship between the human-powered driving force and the motor output in the second assist mode. The relationship between the human-powered driving force and the motor output is defined according to the traveling speed of the human-powered vehicle A based on the Road Traffic Act.

The control unit 12 controls the motor E1 according to one of the following first and second examples, for example. In the first example, the control unit 12 controls the motor E1 at the first assist ratio in the first assist mode. The control unit 12 controls the motor E1 at the second assist ratio in the second assist mode. The first assist ratio is smaller than the second assist ratio. In the second example, the control unit 12 controls the motor E1 with the first assist force in the first assist mode. The control unit 12 controls the motor E1 with the second assist force in the second assist mode. The first assist force is smaller than the second assist force.

As shown in FIG. 2, the human-powered vehicle control device 10 further includes a first detection unit 16 that detects an inclined state of the human-powered vehicle A. The first detection unit 16 includes the angle of the human-powered vehicle A, the angular velocity of the human-powered vehicle A, the steering angle of the human-powered vehicle A, the angular velocity of the steering angle of the human-powered vehicle A, and the passenger boarding the human-powered vehicle A. Detects at least one of the angles with respect to. In one example, the first detection unit 16 includes at least one of an acceleration sensor, an angular velocity sensor, an inclination angle sensor, a magnetic sensor, and a pressure sensor. The first detection unit 16 outputs, for example, various detected information to the control unit 12.

The human-powered vehicle A further includes a detection unit 20 that detects various elements used for determining a predetermined condition. The detection unit 20 determines at least one of the elapsed time after the tilted state of the human-powered vehicle A becomes the second tilted state, the mileage, the rotation angle of the crank C, the rotation amount of the crank C, and the human-powered driving force. To detect. In one example, the detection unit 20 includes at least one sensor corresponding to various elements used for determining a predetermined condition. The detection unit 20 outputs, for example, various detected information to the control unit 12. If various elements used for determining a predetermined condition can be detected by the first detection unit 16, the detection unit 20 may be omitted.

An example of the control executed by the control device 10 for a human-powered vehicle will be described with reference to FIG.
The control unit 12 controls the motor E1 in the second assist mode as a normal assist mode, for example, while the human-powered vehicle A is traveling. In step S11, the control unit 12 determines whether or not the tilted state of the human-powered vehicle A has become the first tilted state based on the information acquired from the first detection unit 16. When the control unit 12 determines in step S11 that the tilted state of the human-powered vehicle A is not the first tilted state, the control unit 12 repeats the process of step S11. On the other hand, when the control unit 12 determines in step S11 that the tilted state of the human-powered vehicle A has become the first tilted state, the control unit 12 shifts to the process of step S12. The control unit 12 switches from the second assist mode to the first assist mode in step S12. That is, the control unit 12 starts controlling the motor E1 in the first assist mode.

In step S13, the control unit 12 determines whether or not the tilted state of the human-powered vehicle A has changed to the second tilted state based on the information acquired from the first detection unit 16. When the control unit 12 determines in step S13 that the tilted state of the human-powered vehicle A is not the second tilted state, the control unit 12 repeats the process of step S13. On the other hand, when the control unit 12 determines in step S13 that the tilted state of the human-powered vehicle A has become the second tilted state, the control unit 12 shifts to the process of step S14.

In step S14, the control unit 12 determines whether or not the predetermined condition is satisfied based on the information acquired from the detection unit 20. When the control unit 12 determines in step S14 that the predetermined condition is not satisfied, the control unit 12 shifts to the process of step S15. In step S15, the control unit 12 determines whether or not the first reset condition is satisfied based on various information acquired from the first detection unit 16 and the detection unit 20. If the control unit 12 determines in step S15 that the first reset condition is not satisfied, the control unit 12 returns the process to step S14. On the other hand, when the control unit 12 determines in step S15 that the first reset condition is satisfied, the control unit 12 shifts to the process of step S16. The control unit 12 resets the first determination information in step S16. When the control unit 12 finishes the process of step S16, the control unit 12 returns the process to step S13. After finishing the process of step S16, the control unit 12 may return the process to step S14.

When the control unit 12 determines in step S14 that the predetermined condition is satisfied, the control unit 12 shifts to the process of step S17. The control unit 12 switches from the first assist mode to the second assist mode in step S17. That is, the control unit 12 starts controlling the motor E1 in the second assist mode. After the above processing, the processing of steps S11 to S17 is completed. The control unit 12 repeats the processes of steps S11 to S17, for example, while the human-powered vehicle A is traveling.

If the propulsion of the human-powered vehicle A is excessively assisted when the tilted state of the human-powered vehicle A becomes the first tilted state, it is assumed that the cornering of the human-powered vehicle A is not stable. Further, if the propulsive force of the human-powered vehicle A increases immediately after the inclined state of the human-powered vehicle A becomes the second inclined state, it is assumed that the rising of the human-powered vehicle A from the cornering is not stable. Based on this point, the control device 10 for a human-powered vehicle executes the processes of steps S11 to S17 as described above. In this case, since the motor E1 is controlled in the assist mode according to the tilted state of the human-powered vehicle A, the propulsion of the human-powered vehicle A is suitably assisted. Specifically, when the tilted state of the human-powered vehicle A becomes the first tilted state, the motor E1 is controlled in the first assist mode, so that the cornering of the human-powered vehicle A is likely to be stable. Further, since the first assist mode is continued until the predetermined condition is satisfied after the tilted state of the human-powered vehicle A becomes the second tilted state, and the second assist mode is switched to after the predetermined condition is satisfied, the human-powered vehicle A is manually driven. The rise from the cornering of car A is easy to stabilize. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

<Second Embodiment>
The drive system 1 for a human-powered vehicle according to the second embodiment will be described with reference to FIGS. 6 and 7. The configurations common to the first embodiment are designated by the same reference numerals as those of the first embodiment, and duplicate description will be omitted.

As shown in FIG. 6, the drive system 1 for a human-powered vehicle includes a control device 10 for a human-powered vehicle and a motor E1. The control device 10 for a human-powered vehicle includes a control unit 12 that controls a motor E1 that assists the propulsion of the human-powered vehicle A. The control device 10 for a human-powered vehicle further includes a storage unit 14 for storing various types of information. The control unit 12 controls the motor E1 in the first assist mode when the tilted state of the human-powered vehicle A becomes the first tilted state. When the predetermined condition is satisfied after the input state of the human-powered driving force input to the human-powered vehicle A becomes the predetermined input state, the control unit 12 controls the motor E1 in the second assist mode different from the first assist mode. ..

The predetermined condition is based on at least one of the elapsed time after the input state of the human-powered driving force becomes the predetermined input state, the mileage, the rotation angle of the crank C of the human-powered vehicle A, and the rotation amount of the crank C. It is stipulated. In one example, when a predetermined time elapses after the input state of the human-powered driving force becomes the predetermined input state, the predetermined condition is satisfied. The control unit 12 determines that the predetermined condition is satisfied when the elapsed time after the input state of the human-powered driving force becomes the predetermined input state reaches the predetermined time. In one example, when the human-powered vehicle A travels a predetermined distance after the input state of the human-powered driving force becomes the predetermined input state, the predetermined condition is satisfied. The control unit 12 determines that the predetermined condition is satisfied when the mileage after the input state of the human-powered driving force becomes the predetermined input state becomes the predetermined distance. In one example, when the crank C rotates by a predetermined angle after the input state of the human power driving force becomes the predetermined input state, the predetermined condition is satisfied. The control unit 12 determines that the predetermined condition is satisfied when the rotation angle of the crank C after the input state of the human-powered driving force becomes the predetermined input state becomes the predetermined angle. In one example, when the crank C rotates by a predetermined rotation amount after the input state of the human-powered driving force becomes the predetermined input state, the predetermined condition is satisfied. The control unit 12 determines that the predetermined condition is satisfied when the rotation amount of the crank C after the input state of the human-powered driving force becomes the predetermined input state becomes the predetermined rotation amount.

For example, when the second reset condition is satisfied, the control unit 12 resets the second determination information including various elements used for determining the predetermined condition. The second determination information includes at least one of the elapsed time after the input state of the human-powered driving force becomes the predetermined input state, the mileage, the rotation angle of the crank C, and the rotation amount of the crank C. In one example, in the control unit 12, after the input state of the human-powered driving force becomes the predetermined input state, the input state of the human-powered driving force deviates from the predetermined input state before the predetermined condition is satisfied, and the human-powered vehicle A When the tilted state becomes the first tilted state, it is determined that the second reset condition is satisfied.

In the example in which the elapsed time is included in the second determination information, the control unit 12 sets the input state of the human-powered driving force to the predetermined input state after the input state of the human-powered driving force becomes the predetermined input state and before the predetermined condition is satisfied. When the tilted state of the human-powered vehicle A becomes the first tilted state, the elapsed time is reset. In this case, the control unit 12 may count the elapsed time again when the input state of the human-powered driving force becomes the predetermined input state after the reset, or may count the elapsed time again immediately after the reset. In the example in which the mileage is included in the second determination information, the control unit 12 sets the input state of the human-powered driving force to the predetermined input state after the input state of the human-powered driving force becomes the predetermined input state and before the predetermined condition is satisfied. The mileage is reset when the tilted state of the human-powered vehicle A becomes the first tilted state. In this case, the control unit 12 may count the mileage again when the input state of the human-powered driving force becomes a predetermined input state after the reset, or may count the mileage again immediately after the reset. In the example in which the rotation angle of the crank C is included in the second determination information, the control unit 12 changes the input state of the human-powered driving force after the input state of the human-powered driving force becomes the predetermined input state and before the predetermined condition is satisfied. When the input state deviates from the predetermined input state and the tilted state of the human-powered vehicle A becomes the first tilted state, the rotation angle of the crank C is reset. In this case, the control unit 12 may count the rotation angle of the crank C again when the input state of the human-powered driving force becomes a predetermined input state after being reset, and the control unit 12 may again count the rotation angle of the crank C immediately after being reset. You may count. In the example in which the rotation amount of the crank C is included in the second determination information, the control unit 12 changes the input state of the human-powered driving force after the input state of the human-powered driving force becomes the predetermined input state and before the predetermined condition is satisfied. When the input state deviates from the predetermined input state and the tilted state of the human-powered vehicle A becomes the first tilted state, the rotation amount of the crank C is reset. In this case, the control unit 12 may count the rotation amount of the crank C again when the input state of the human-powered driving force becomes a predetermined input state after being reset, and the control unit 12 may again count the rotation amount of the crank C immediately after being reset. You may count.

The input state of the human-powered driving force includes at least one of a first input state, a second input state, and a third input state. The first input state includes a cadence regarding the crank arm C2 of the human-powered vehicle A. The second input state includes the torque input to the human-powered vehicle A. The torque input to the human-powered vehicle A is synonymous with the rotational torque of the crank C. The third input state includes the power. The predetermined input state is defined based on the input state in which the inclination of the human-powered vehicle A is assumed to be restored or the input state in which the inclination of the human-powered vehicle A is expected to be restored. The predetermined input state is defined based on, for example, the input state of the human-powered driving force assumed in the second tilted state. In one example, the predetermined input state is set to an input state larger than the input state of the human-powered driving force assumed in the first tilted state.

In the present embodiment, the control unit 12 controls the motor E1 by alternately switching between the first assist mode and the second assist mode according to the tilted state of the human-powered vehicle A and the input state of the human-powered driving force. For example, when the tilted state of the human-powered vehicle A becomes the first tilt angle IA1 or more in the second assist mode, the control unit 12 switches to the first assist mode and controls the motor E1. For example, when the predetermined condition is satisfied after the input state of the human-powered driving force becomes the predetermined input state in the first assist mode, the control unit 12 switches to the second assist mode and controls the motor E1.

The control device 10 for a human-powered vehicle further includes a first detection unit 16 that detects an inclined state of the human-powered vehicle A. The control device 10 for a human-powered vehicle further includes a second detection unit 18 that detects an input state of the human-powered driving force. The second detection unit 18 detects at least one of the rotational torque of the crank C, the rotational speed of the crank C, and the power. In one example, the second detection unit 18 includes at least one of a torque sensor and a magnetic sensor. The second detection unit 18 outputs, for example, various detected information to the control unit 12. If the detection target of the sensor for detecting the human-powered driving force is the same as the detection target of the second detection unit 18, the second detection unit 18 may be omitted.

An example of the control executed by the control device 10 for a human-powered vehicle will be described with reference to FIG. 7.
The control unit 12 controls the motor E1 in the second assist mode as a normal assist mode, for example, while the human-powered vehicle A is traveling. In step S21, the control unit 12 determines whether or not the tilted state of the human-powered vehicle A has become the first tilted state based on the information acquired from the first detection unit 16. When the control unit 12 determines in step S21 that the tilted state of the human-powered vehicle A is not the first tilted state, the control unit 12 repeats the process of step S21. On the other hand, when the control unit 12 determines in step S21 that the tilted state of the human-powered vehicle A has become the first tilted state, the control unit 12 shifts to the process of step S22. The control unit 12 switches from the second assist mode to the first assist mode in step S22. That is, the control unit 12 starts controlling the motor E1 in the first assist mode.

In step S23, the control unit 12 determines whether or not the input state of the human-powered driving force has reached the predetermined input state based on the information acquired from the second detection unit 18. When the control unit 12 determines in step S23 that the input state of the human-powered driving force is not the predetermined input state, the control unit 12 repeats the process of step S23. On the other hand, when the control unit 12 determines in step S23 that the input state of the human-powered driving force has reached the predetermined input state, the control unit 12 shifts to the process of step S24.

In step S24, the control unit 12 determines whether or not the predetermined condition is satisfied based on the information acquired from the detection unit 20. When the control unit 12 determines in step S24 that the predetermined condition is not satisfied, the control unit 12 shifts to the process of step S25. In step S25, the control unit 12 determines whether or not the second reset condition is satisfied based on various information acquired from the detection units 16, 18 and 20. If the control unit 12 determines in step S25 that the second reset condition is not satisfied, the control unit 12 returns the process to step S24. On the other hand, when the control unit 12 determines in step S25 that the second reset condition is satisfied, the control unit 12 shifts to the process of step S26. The control unit 12 resets the second determination information in step S26. When the control unit 12 finishes the process of step S26, the control unit 12 returns the process to step S23. After finishing the process of step S26, the control unit 12 may return the process to step S24.

When the control unit 12 determines in step S24 that the predetermined condition is satisfied, the control unit 12 shifts to the process of step S27. The control unit 12 switches from the first assist mode to the second assist mode in step S27. That is, the control unit 12 starts controlling the motor E1 in the second assist mode. After the above processing, the processing of steps S21 to S27 is completed. The control unit 12 repeats the processes of steps S21 to S27, for example, while the human-powered vehicle A is traveling. The control unit 12 performs the processing of steps S11 to S17 shown in FIG. 5 and the processing of steps S21 to S27 shown in FIG. 7 according to the operation of the operating device mounted on the human-powered vehicle A. May be switched and executed.

<Third Embodiment>
The drive system 1 for a human-powered vehicle according to the third embodiment will be described with reference to FIGS. 6 and 8. The configurations common to the first embodiment and the second embodiment are designated by the same reference numerals as those of the first embodiment and the second embodiment, and duplicate description will be omitted.

As shown in FIG. 6, the drive system 1 for a human-powered vehicle includes a control device 10 for a human-powered vehicle and a motor E1. The control device 10 for a human-powered vehicle includes a control unit 12 that controls a motor E1 that assists the propulsion of the human-powered vehicle A. The control device 10 for a human-powered vehicle further includes a storage unit 14 for storing various types of information. The control unit 12 controls the motor E1 in the first assist mode when the tilted state of the human-powered vehicle A becomes the first tilted state. When the control unit 12 satisfies the predetermined condition after the tilted state of the human-powered vehicle A becomes the second tilted state and the input state of the human-powered driving force input to the human-powered vehicle A becomes the predetermined input state. The motor E1 is controlled in a second assist mode different from the first assist mode. The control device 10 for a human-powered vehicle further includes a first detection unit 16 that detects an inclined state of the human-powered vehicle A. The control device 10 for a human-powered vehicle further includes a second detection unit 18 that detects an input state of the human-powered driving force.

The predetermined conditions are the elapsed time, the mileage, and the crank C of the human-powered vehicle A after the tilted state of the human-powered vehicle A becomes the second inclined state and the input state of the human-powered driving force becomes the predetermined input state. It is defined based on at least one of the rotation angle and the rotation amount of the crank C. In one example, the predetermined condition is satisfied when the tilted state of the human-powered vehicle A becomes the second tilted state and a predetermined time elapses after the input state of the human-powered driving force becomes the predetermined input state. The control unit 12 satisfies the predetermined condition when the tilted state of the human-powered vehicle A becomes the second tilted state and the elapsed time after the input state of the human-powered driving force becomes the predetermined input state reaches the predetermined time. Is determined. In one example, when the inclined state of the human-powered vehicle A becomes the second inclined state and the input state of the human-powered driving force becomes the predetermined input state and then the human-powered vehicle A travels for a predetermined distance, the predetermined condition is satisfied. The control unit 12 satisfies the predetermined condition when the tilted state of the human-powered vehicle A becomes the second tilted state and the mileage after the input state of the human-powered driving force becomes the predetermined input state becomes the predetermined distance. Is determined. In one example, when the tilted state of the human-powered vehicle A becomes the second tilted state and the crank C rotates by a predetermined angle after the input state of the human-powered driving force becomes the predetermined input state, the predetermined condition is satisfied. When the tilted state of the human-powered vehicle A becomes the second tilted state and the rotation angle of the crank C becomes a predetermined angle after the input state of the human-powered driving force becomes the predetermined input state, the control unit 12 determines a predetermined condition. Is determined to hold. In one example, when the tilted state of the human-powered vehicle A becomes the second tilted state and the crank C rotates by a predetermined rotation amount after the input state of the human-powered driving force becomes the predetermined input state, the predetermined condition is satisfied. The control unit 12 determines when the tilted state of the human-powered vehicle A becomes the second tilted state and the rotation amount of the crank C after the input state of the human-powered driving force becomes the predetermined input state becomes the predetermined rotation amount. It is determined that the condition is satisfied.

For example, when the third reset condition is satisfied, the control unit 12 resets the third determination information including various elements used for determining the predetermined condition. The third determination information includes the elapsed time, the mileage, and the rotation angle of the crank C after the tilted state of the human-powered vehicle A becomes the second tilted state and the input state of the human-powered driving force becomes the predetermined input state. And at least one of the rotation amounts of the crank C. In one example, the control unit 12 has a human-powered driving force after the tilted state of the human-powered vehicle A is in the second tilted state and the input state of the human-powered driving force is in the predetermined input state, but before the predetermined condition is satisfied. It is determined that the third reset condition is satisfied when the input state of is deviated from the predetermined input state and the tilted state of the human-powered vehicle A becomes the first tilted state. After the tilted state of the human-powered vehicle A becomes the second tilted state and the input state of the human-powered driving force becomes the predetermined input state, the control unit 12 of the human-powered vehicle A before the predetermined condition is satisfied. It may be determined that the third reset condition is satisfied when the tilted state becomes the first tilted state, and the third reset condition is satisfied when the input state of the human-powered driving force deviates from the predetermined input state before the predetermined condition is satisfied. May be determined.

In the present embodiment, the control unit 12 controls the motor E1 by alternately switching between the first assist mode and the second assist mode according to the tilted state of the human-powered vehicle A and the input state of the human-powered driving force. For example, when the tilted state of the human-powered vehicle A becomes the first tilt angle IA1 or more in the second assist mode, the control unit 12 switches to the first assist mode and controls the motor E1. For example, when the tilted state of the human-powered vehicle A becomes the second tilted state in the first assist mode and the predetermined condition is satisfied after the input state of the human-powered driving force becomes the predetermined input state, the control unit 12 is second. The motor E1 is controlled by switching to the assist mode.

An example of the control executed by the control device 10 for a human-powered vehicle will be described with reference to FIG.
The control unit 12 controls the motor E1 in the second assist mode as a normal assist mode, for example, while the human-powered vehicle A is traveling. In step S31, the control unit 12 determines whether or not the tilted state of the human-powered vehicle A has become the first tilted state based on the information acquired from the first detection unit 16. When the control unit 12 determines in step S31 that the tilted state of the human-powered vehicle A is not the first tilted state, the control unit 12 repeats the process of step S31. On the other hand, when the control unit 12 determines in step S31 that the tilted state of the human-powered vehicle A has become the first tilted state, the control unit 12 shifts to the process of step S32. The control unit 12 switches from the second assist mode to the first assist mode in step S32. That is, the control unit 12 starts controlling the motor E1 in the first assist mode.

In step S33, the control unit 12 determines whether or not the tilted state of the human-powered vehicle A has changed to the second tilted state based on the information acquired from the first detection unit 16. When the control unit 12 determines in step S33 that the tilted state of the human-powered vehicle A is not the second tilted state, the control unit 12 repeats the process of step S33. On the other hand, when the control unit 12 determines in step S33 that the tilted state of the human-powered vehicle A has become the second tilted state, the control unit 12 shifts to the process of step S34.

In step S34, the control unit 12 determines whether or not the input state of the human-powered driving force has reached the predetermined input state based on the information acquired from the second detection unit 18. When the control unit 12 determines in step S34 that the input state of the human-powered driving force is not the predetermined input state, the control unit 12 repeats the process of step S34. On the other hand, when the control unit 12 determines in step S34 that the input state of the human-powered driving force has reached the predetermined input state, the control unit 12 shifts to the process of step S35. The control unit 12 may execute the process of step S34 before the process of step S33.

In step S35, the control unit 12 determines whether or not the predetermined condition is satisfied based on the information acquired from the detection unit 20. When the control unit 12 determines in step S35 that the predetermined condition is not satisfied, the control unit 12 shifts to the process of step S36. In step S36, the control unit 12 determines whether or not the third reset condition is satisfied based on various information acquired from the detection units 16, 18 and 20. If the control unit 12 determines in step S36 that the third reset condition is not satisfied, the control unit 12 returns the process to step S35. On the other hand, when the control unit 12 determines in step S36 that the third reset condition is satisfied, the control unit 12 shifts to the process of step S37. The control unit 12 resets the third determination information in step S37. When the control unit 12 finishes the process of step S37, the control unit 12 returns the process to step S33. After finishing the process of step S37, the control unit 12 may return the process to step S34 or step S35.

When the control unit 12 determines in step S35 that the predetermined condition is satisfied, the control unit 12 shifts to the process of step S38. The control unit 12 switches from the first assist mode to the second assist mode in step S38. That is, the control unit 12 starts controlling the motor E1 in the second assist mode. After the above processing, the processing of steps S31 to S38 is completed. The control unit 12 repeats the processes of steps S31 to S38, for example, while the human-powered vehicle A is traveling. The control unit 12 processes the steps S11 to S17 shown in FIG. 5, the processes of steps S21 to S27 shown in FIG. 7, and the processes of steps S27 shown in FIG. 7, according to the operation of the operating device mounted on the human-powered vehicle A. , The processes of steps S31 to S38 shown in FIG. 8 may be switched and executed.

<Modification example>
The description of each of the above embodiments is an example of possible embodiments of the human-powered vehicle control device and the human-powered vehicle drive system according to the present invention, and is not intended to limit the embodiments. The control device for a human-powered vehicle and the drive system for a human-powered vehicle according to the present invention may take, for example, a modification of each of the above embodiments shown below and a combination of at least two modifications that do not contradict each other. .. In the following modification, the parts common to the embodiments of each embodiment are designated by the same reference numerals as those of the embodiments, and the description thereof will be omitted.

-In the first embodiment, the relationship between the tilted state of the human-powered vehicle A and the assist mode can be arbitrarily changed. In one example, as shown in FIG. 9, the first tilt angle IA1 is the same as the second tilt angle IA2. When the tilted state of the human-powered vehicle A becomes the first tilt angle IA1 or more, the control unit 12 switches to the first assist mode and controls the motor E1. When a predetermined condition is satisfied after the tilted state of the human-powered vehicle A becomes less than the second tilt angle IA2 in the first assist mode, the control unit 12 switches to the second assist mode and controls the motor E1. When the tilted state of the human-powered vehicle A becomes larger than the first tilt angle IA1, the control unit 12 switches to the first assist mode to control the motor E1, and the tilted state of the human-powered vehicle A is the first in the first assist mode. 2 When a predetermined condition is satisfied after the inclination angle becomes IA2 or less, the motor E1 may be controlled by switching to the second assist mode. The first threshold TI1 is the same as the second threshold TI2. The control unit 12 controls the motor E1 in the first assist mode when the tilted state of the human-powered vehicle A becomes equal to or higher than the first threshold value TI1, and is predetermined after the tilted state of the human-powered vehicle A becomes less than the second threshold value TI2. When the condition is satisfied, the motor E1 is controlled in the second assist mode. The control unit 12 controls the motor E1 in the first assist mode when the tilted state of the human-powered vehicle A becomes larger than the first threshold value TI1, and after the tilted state of the human-powered vehicle A becomes equal to or lower than the second threshold value TI2. When the predetermined condition is satisfied, the motor E1 may be controlled in the second assist mode.

-The relationship between the first human power threshold TP1 and the second human power threshold TP2 can be arbitrarily changed. In the first example, the first human power threshold TP1 is the same as the second human power threshold TP2. In the second example, the first human power threshold TP1 is smaller than the second human power threshold TP2. In this case, the first human power threshold TP1 may be 0.

-The type of assist mode related to the control of the motor E1 can be arbitrarily changed.
In the first example, the assist mode includes a first assist mode, a second assist mode, and a third assist mode. The control unit 12 controls the motor E1 in the third assist mode when the tilted state of the human-powered vehicle A becomes the third tilted state. The tilted state of the human-powered vehicle A in the third tilted state is larger than the tilted state of the human-powered vehicle A in the first tilted state and the tilted state of the human-powered vehicle A in the second tilted state. The third tilt state includes the third tilt angle. The third tilt angle is larger than the first tilt angle IA1 and the second tilt angle IA2. The third inclination angle includes at least one of a roll angle of the human-powered vehicle A, a pitch angle of the human-powered vehicle A, a yaw angle of the human-powered vehicle A, and a steering angle of the human-powered vehicle A. In this modification, the third tilt angle includes the roll angle of the human-powered vehicle A. The magnitude of the third tilt angle is preset based on the type of the third tilt angle. In a preferred example, the third tilt angle is 10 degrees or more. In a more preferred example, the third tilt angle is 15 degrees or more. In one example, the third tilt angle is 20 degrees or more. When the tilted state of the human-powered vehicle A becomes equal to or higher than the third tilt angle in the first assist mode, the control unit 12 switches to the third assist mode and controls the motor E1.

In the third assist mode, when the human-powered driving force input to the human-powered vehicle A reaches the third human-powered threshold value, the control unit 12 starts assisting the propulsion of the human-powered vehicle A by the motor E1. In one example, in the third assist mode, the control unit 12 starts driving the motor E1 when the human-powered driving force changes from a state of less than the third human-powered threshold value to a state of being equal to or higher than the third human-powered threshold value. The third human power threshold is larger than the first human power threshold TP1 and the second human power threshold TP2. In this case, the timing for starting the propulsion assist of the human-powered vehicle A in the third assist mode is later than the timing for starting the propulsion assist of the human-powered vehicle A in the first assist mode and the second assist mode. The third human power threshold value may be the same as the first human power threshold value TP1. The control unit 12 may control the motor E1 with the third assist ratio or may control the motor E1 with the third assist force in the third assist mode . The third assist ratio is smaller than the first assist ratio and the second assist ratio. The third assist force is smaller than the first assist force and the second assist force.

In the second example, the assist mode includes a first assist mode, a second assist mode, and a fourth assist mode. The fourth assist mode is different from the first assist mode and the second assist mode. The fourth assist mode is a normal assist mode that operates according to a human-powered driving force. When the switching condition is satisfied in the second assist mode, the control unit 12 switches to the fourth assist mode and controls the motor E1. The switching condition is defined based on, for example, at least one of the elapsed time after switching to the second assist mode, the mileage, the rotation angle of the crank C, the rotation amount of the crank C, and the human-powered driving force. When the tilted state of the human-powered vehicle A becomes the first tilt angle IA1 or more in the second assist mode or the fourth assist mode, the control unit 12 switches to the first assist mode and controls the motor E1. The assist mode may further include the above-mentioned third assist mode.

The relationship between the tilted state of the human-powered vehicle A in the first tilted state and the tilted state of the human-powered vehicle A in the second tilted state can be arbitrarily changed. In one example, the tilted state of the human-powered vehicle A in the first tilted state is smaller than the tilted state of the human-powered vehicle A in the second tilted state. In this case, the relationship between the various tilted states in the first tilted state and the various tilted states in the second tilted state is as follows. The roll angle in the first tilted state is smaller than the roll angle in the second tilted state. The pitch angle in the first tilted state is smaller than the pitch angle in the second tilted state. The yaw angle in the first tilted state is smaller than the yaw angle in the second tilted state. The yaw rate in the first inclined state is smaller than the yaw rate in the second inclined state. The roll angular velocity in the first tilted state is smaller than the roll angular velocity in the second tilted state. The pitch angular velocity in the first tilted state is smaller than the pitch angular velocity in the second tilted state. The steering angle in the first tilted state is smaller than the steering angle in the second tilted state. The angular velocity of the steering angle in the first tilted state is smaller than the angular velocity of the steering angle in the second tilted state. The angle with respect to the passenger in the first tilted state is smaller than the angle with respect to the passenger in the second tilted state.

The control content of the control unit 12 can be arbitrarily changed. In the first example, the control unit 12 does not reset the first determination information regardless of whether or not the first reset condition is satisfied in the control related to the first embodiment. In the second example, the control unit 12 does not reset the second determination information regardless of whether or not the second reset condition is satisfied in the control related to the second embodiment. In the third example, the control unit 12 does not reset the third determination information regardless of whether or not the third reset condition is satisfied in the control related to the third embodiment. In the fourth example, the control unit 12 determines the first assist ratio or the first assist force in the first assist mode until a predetermined condition is satisfied after the tilted state of the human-powered vehicle A becomes the second tilted state. The motor E1 may be controlled by using a filter so as to be close to the second assist ratio or the second assist force in the second assist mode. The filter includes at least one of an active filter, a low pass filter, a high pass filter, a smoothing filter, a moving average filter, a digital filter, and an analog filter.

-The type of the human-powered vehicle A can be changed arbitrarily. In the first example, the human-powered vehicle A is a road bike, a mountain bike, a cross bike, a city cycle, a cargo bike, or a recumbent bike. In the second example, the human-powered vehicle A is a kick skater.

1 ... Drive system for human-powered vehicle, 10 ... Control device for human-powered vehicle, 12 ... Control unit, 16 ... First detection unit, 18 ... Second detection unit, A ... Human-powered vehicle, C ... Crank, C2 ... Crank Arm, E1 ... motor, IA1 ... first tilt angle, IA2 ... second tilt angle, TI1 ... first threshold, TI2 ... second threshold, TP1 ... first human power threshold, TP2 ... second human power threshold.

Claims (39)

Equipped with a control unit that controls a motor that assists the propulsion of a human-powered vehicle
The control unit
When the tilted state of the human-powered vehicle becomes the first tilted state, the motor is controlled in the first assist mode to control the motor.
When a predetermined condition is satisfied after the tilted state becomes the second tilted state, the motor is controlled in a second assist mode different from the first assist mode.
In the first assist mode, the motor is controlled by the first assist ratio.
In the second assist mode, the motor is controlled by the second assist ratio.
The first assist ratio is smaller than the second assist ratio, and is a control device for a human-powered vehicle. Equipped with a control unit that controls a motor that assists the propulsion of a human-powered vehicle
The control unit
When the tilted state of the human-powered vehicle becomes the first tilted state, the motor is controlled in the first assist mode to control the motor.
When a predetermined condition is satisfied after the tilted state becomes the second tilted state, the motor is controlled in a second assist mode different from the first assist mode.
In the first assist mode, the motor is controlled by the first assist force.
In the second assist mode, the motor is controlled by the second assist force.
The first assist force is smaller than the second assist force, and is a control device for a human-powered vehicle. The tilted state is at least one of the angle of the human-powered vehicle, the angular velocity of the human-powered vehicle, the steering angle of the human-powered vehicle, the angular velocity of the steering angle, and the angle with respect to the passenger boarding the human-powered vehicle. The control device for a human-powered vehicle according to claim 1 or 2, comprising the above. The angular velocity of the human-powered vehicle includes the yaw rate of the human-powered vehicle.
The control device for a human-powered vehicle according to claim 3 , wherein the yaw rate in the first inclined state is larger than the yaw rate in the second inclined state. The first tilt state includes the first tilt angle.
The second tilt state includes the second tilt angle.
The control device for a human-powered vehicle according to any one of claims 1 to 4 , wherein the first inclination angle is the same as the second inclination angle. The first tilt state includes the first tilt angle.
The second tilt state includes the second tilt angle.
The control device for a human-powered vehicle according to any one of claims 1 to 4 , wherein the first inclination angle is different from the second inclination angle. The control unit
When the tilted state becomes equal to or higher than the first tilt angle, the mode is switched to the first assist mode to control the motor.
The human-powered vehicle according to claim 6 , wherein when the predetermined condition is satisfied after the tilted state becomes equal to or less than the second tilted angle in the first assist mode, the motor is controlled by switching to the second assist mode. Control device for. Equipped with a control unit that controls a motor that assists the propulsion of a human-powered vehicle
The control unit
When the tilted state of the human-powered vehicle becomes the first tilted state, the motor is controlled in the first assist mode to control the motor.
When a predetermined condition is satisfied after the tilted state becomes the second tilted state, the motor is controlled in a second assist mode different from the first assist mode.
The first tilt state includes the first tilt angle.
The second tilt state includes the second tilt angle.
The first tilt angle is different from the second tilt angle.
The control unit
When the tilted state becomes equal to or higher than the first tilt angle, the mode is switched to the first assist mode to control the motor.
A control device for a human-powered vehicle that switches to the second assist mode and controls the motor when the predetermined condition is satisfied after the tilted state becomes equal to or less than the second tilt angle in the first assist mode. The control device for a human-powered vehicle according to any one of claims 6 to 8, wherein the first inclination angle is larger than the second inclination angle. The first tilt angle and the second tilt angle include at least one of a roll angle of the human-powered vehicle, a pitch angle of the human-powered vehicle, a yaw angle of the human-powered vehicle, and a steering angle of the human-powered vehicle. , The control device for a human-powered vehicle according to any one of claims 6 to 9. The control device for a human-powered vehicle according to any one of claims 6 to 10 , wherein the first inclination angle includes a roll angle of the human-powered vehicle. The control device for a human-powered vehicle according to any one of claims 6 to 11 , wherein the first inclination angle is 10 degrees or more. The control device for a human-powered vehicle according to any one of claims 6 to 12 , wherein the second inclination angle includes a roll angle of the human-powered vehicle. The control device for a human-powered vehicle according to any one of claims 6 to 13 , wherein the second inclination angle is 5 degrees or less. The control unit
When the tilted state becomes equal to or higher than the first threshold value, the motor is controlled in the first assist mode.
The control device for a human-powered vehicle according to any one of claims 1 to 14 , wherein when the predetermined condition is satisfied after the tilted state becomes equal to or lower than the second threshold value, the motor is controlled in the second assist mode. .. Equipped with a control unit that controls a motor that assists the propulsion of a human-powered vehicle
The control unit
When the tilted state of the human-powered vehicle becomes the first tilted state, the motor is controlled in the first assist mode to control the motor.
When a predetermined condition is satisfied after the tilted state becomes the second tilted state, the motor is controlled in a second assist mode different from the first assist mode.
When the tilted state becomes equal to or higher than the first threshold value, the motor is controlled in the first assist mode.
A control device for a human-powered vehicle that controls the motor in the second assist mode when the predetermined condition is satisfied after the tilted state becomes equal to or lower than the second threshold value. The control device for a human-powered vehicle according to claim 15 , wherein the first threshold value is the same as the second threshold value. The control device for a human-powered vehicle according to claim 15 , wherein the first threshold value is different from the second threshold value. The control unit
In the first assist mode, the motor is controlled by the first assist ratio.
In the second assist mode, the motor is controlled by the second assist ratio.
The control device for a human-powered vehicle according to claim 8 or 16 , wherein the first assist ratio is smaller than the second assist ratio. The control unit
In the first assist mode, the motor is controlled by the first assist force.
In the second assist mode, the motor is controlled by the second assist force.
The control device for a human-powered vehicle according to claim 8 or 16 , wherein the first assist force is smaller than the second assist force. The predetermined conditions are input to the elapsed time after the inclined state becomes the second inclined state, the mileage, the rotation angle of the crank of the human-powered vehicle, the rotation amount of the crank, and the human-powered vehicle. The control device for a human-powered vehicle according to any one of claims 1 to 20, which is defined based on at least one of the human-powered driving forces. The control device for a human-powered vehicle according to claim 21 , wherein the predetermined condition is satisfied when a predetermined time elapses after the inclined state becomes the second inclined state. 22. The human-powered vehicle according to claim 22, wherein the control unit resets the elapsed time when the first tilted state is reached before the predetermined condition is satisfied after the tilted state is changed to the second tilted state. Control device for. The control unit
In the first assist mode, when the human power driving force input to the human power driving vehicle reaches the first human power threshold value, the motor starts assisting the propulsion of the human power driving vehicle.
In the second assist mode, when the human-powered driving force reaches the second human-powered threshold value, the motor starts assisting the propulsion of the human-powered vehicle.
The control device for a human-powered vehicle according to any one of claims 1 to 23 , wherein the first human power threshold value is larger than the second human power threshold value. The control device for a human-powered vehicle according to any one of claims 1 to 24 , further comprising a first detection unit for detecting the tilted state. Equipped with a control unit that controls a motor that assists the propulsion of a human-powered vehicle
The control unit
When the tilted state of the human-powered vehicle becomes the first tilted state, the motor is controlled in the first assist mode.
When a predetermined condition is satisfied after the input state of the human-powered driving force input to the human-powered vehicle becomes a predetermined input state, the motor is controlled in a second assist mode different from the first assist mode.
In the first assist mode, the motor is controlled by the first assist ratio.
In the second assist mode, the motor is controlled by the second assist ratio.
The first assist ratio is smaller than the second assist ratio, and is a control device for a human-powered vehicle. Equipped with a control unit that controls a motor that assists the propulsion of a human-powered vehicle
The control unit
When the tilted state of the human-powered vehicle becomes the first tilted state, the motor is controlled in the first assist mode.
When a predetermined condition is satisfied after the input state of the human-powered driving force input to the human-powered vehicle becomes a predetermined input state, the motor is controlled in a second assist mode different from the first assist mode.
In the first assist mode, the motor is controlled by the first assist force.
In the second assist mode, the motor is controlled by the second assist force.
The first assist force is smaller than the second assist force, and is a control device for a human-powered vehicle. The predetermined condition is defined based on at least one of the elapsed time after the input state becomes the predetermined input state, the mileage, the rotation angle of the crank of the human-powered vehicle, and the rotation amount of the crank. The control device for a human-powered vehicle according to claim 26 or 27. The control device for a human-powered vehicle according to claim 28 , wherein the predetermined condition is satisfied when a predetermined time elapses after the input state becomes the predetermined input state. When the input state deviates from the predetermined input state and the tilted state becomes the first tilted state after the input state becomes the predetermined input state and before the predetermined condition is satisfied. The control device for a human-powered vehicle according to claim 29 , which resets the elapsed time. The control device for a human-powered vehicle according to any one of claims 26 to 30 , wherein the input state includes a cadence regarding the crank arm of the human-powered vehicle. The control device for a human-powered vehicle according to any one of claims 26 to 31 , wherein the input state includes a torque input to the human-powered vehicle. Equipped with a control unit that controls a motor that assists the propulsion of a human-powered vehicle
The control unit
When the tilted state of the human-powered vehicle becomes the first tilted state, the motor is controlled in the first assist mode.
When the tilted state becomes the second tilted state and the predetermined condition is satisfied after the input state of the human-powered driving force input to the human-powered vehicle becomes the predetermined input state, the motor is set to the first assist mode. Controls in a different second assist mode,
In the first assist mode, the motor is controlled by the first assist ratio.
In the second assist mode, the motor is controlled by the second assist ratio.
The first assist ratio is smaller than the second assist ratio, and is a control device for a human-powered vehicle. Equipped with a control unit that controls a motor that assists the propulsion of a human-powered vehicle
The control unit
When the tilted state of the human-powered vehicle becomes the first tilted state, the motor is controlled in the first assist mode.
When the tilted state becomes the second tilted state and the predetermined condition is satisfied after the input state of the human-powered driving force input to the human-powered vehicle becomes the predetermined input state, the motor is set to the first assist mode. Controls in a different second assist mode,
In the first assist mode, the motor is controlled by the first assist force.
In the second assist mode, the motor is controlled by the second assist force.
The first assist force is smaller than the second assist force, and is a control device for a human-powered vehicle. The predetermined conditions are the elapsed time, the mileage, and the rotation angle of the crank of the human-powered vehicle after the tilted state becomes the second tilted state and the input state of the human-powered driving force becomes the predetermined input state. , And the control device for a human-powered vehicle according to claim 33 or 34 , which is defined based on at least one of the rotation amounts of the crank. The control device for a human-powered vehicle according to claim 35 , wherein the predetermined condition is satisfied when the predetermined time elapses after the tilted state becomes the second tilted state and the input state becomes the predetermined input state. .. The control device for a human-powered vehicle according to any one of claims 26 to 36 , further comprising a first detection unit for detecting the tilted state. The control device for a human-powered vehicle according to any one of claims 26 to 37 , further comprising a second detection unit for detecting the input state. The control device for a human-powered vehicle according to any one of claims 1 to 38,
A drive system for a human-powered vehicle comprising the motor.

Images