JP7254857B2 - bicycle controller - Google Patents

Description

The present invention relates to a bicycle control device.

The bicycle control device disclosed in Patent Literature 1 changes the response speed of the motor output to changes in the human-powered driving force when the human-powered driving force decreases according to the rotation speed of the crank.

Japanese Patent No. 5575968

There is a demand for a bicycle control device that can appropriately control a motor even when the riding environment of the bicycle changes.
SUMMARY OF THE INVENTION An object of the present invention is to provide a bicycle control device capable of controlling a motor according to the riding environment of the bicycle.

One form of a bicycle control device according to the first aspect of the present invention includes a control section that controls a motor that assists propulsion of a bicycle according to a human-powered driving force, and the control section controls a motor according to an inclination angle of the bicycle. to change the response speed of the motor with respect to the change in the manpower driving force.

The angle of inclination of the bicycle reflects the slope of the road surface. A slope of a road surface is an example of a riding environment for a bicycle. According to the bicycle control device, the speed of response of the motor to changes in the human power driving force changes according to the inclination angle of the bicycle. Therefore, the motor can be controlled in accordance with the running environment of the bicycle.

In the bicycle control device according to the second aspect according to the first aspect, the controller changes the response speed when the human power driving force decreases.
The human power driving force is maximized when the rotation angle of the crank is at an intermediate angle between the top dead center and the bottom dead center, and decreases as the rotation angle of the crank moves from the intermediate angle toward the top dead center or the bottom dead center. According to the above-mentioned bicycle control device, since the response speed is changed when the human-powered driving force is reduced, when the rotation angle of the crank moves from the middle angle to the top dead center or the bottom dead center, the speed is changed according to the running environment of the bicycle. motor control can be performed.

In the bicycle control device according to the third aspect according to the second aspect, the controller reduces the response speed of the motor when the inclination angle of the bicycle on an uphill increases.
According to the above bicycle control device, when the inclination angle of the bicycle on an uphill increases, the response speed of the motor decreases. The output does not easily drop. Therefore, it is possible to assist the propulsion of the bicycle, which is suitable for uphill slopes that impose a heavy load on the rider.

In the bicycle control device according to the fourth aspect according to the second or third aspect, the control unit increases the response speed as the inclination angle of the bicycle on a downhill increases.
According to the above-described bicycle control device, when the inclination angle of the bicycle on a downward slope increases, the output of the motor tends to decrease when the human-powered driving force decreases. Therefore, it is possible to assist the propulsion of the bicycle suitable for downhills where the load on the rider is small.

In the bicycle control device of the fifth aspect according to any one of the first to fourth aspects, the controller changes the response speed when the human power driving force increases.
According to the above-described bicycle control device, since the response speed is changed when the human-powered driving force increases, when the rotation angle of the crank moves from the top dead center or the bottom dead center to the intermediate angle, the speed is adjusted according to the running environment of the bicycle. motor control can be performed.

In the bicycle control device according to the sixth aspect according to the fifth aspect, the control unit increases the response speed as the inclination angle of the bicycle on an uphill increases.
According to the above-mentioned bicycle control device, when the inclination angle of the bicycle on an uphill increases, the response speed of the motor increases. Output rises early. Therefore, it is possible to assist the propulsion of the bicycle, which is suitable for uphill slopes that impose a heavy load on the rider.

In the bicycle control device according to the seventh aspect according to the fifth or sixth aspect, the control unit reduces the response speed when the inclination angle of the bicycle on a downward slope increases.
According to the above-described bicycle control device, when the inclination angle of the bicycle on a downward slope increases, the output of the motor is less likely to increase when the human-powered driving force increases. Therefore, it is possible to assist the propulsion of the bicycle suitable for downhills where the load on the rider is small.

In the bicycle control device according to the eighth aspect according to any one of the first to seventh aspects, the control section changes the response speed stepwise according to the inclination angle of the bicycle.
According to the bicycle control device described above, the processing for changing the response speed can be simplified compared to the case where the response speed is continuously changed according to the inclination angle of the bicycle.

In the bicycle control device according to the ninth aspect according to any one of the first to eighth aspects, the control unit keeps the response speed constant when the inclination angle of the bicycle on an uphill slope becomes equal to or greater than a first angle. to
According to the above-described bicycle control device, when the inclination angle of the bicycle on an uphill slope becomes equal to or greater than the first angle, the response speed becomes constant. It is suppressed that it becomes too much.

In the control device for a bicycle according to the tenth aspect according to any one of the first to ninth aspects, the control unit keeps the response speed constant when the inclination angle of the bicycle on a downhill is equal to or greater than a second angle. to
According to the above bicycle control device, it is possible to prevent the processing load of changing the response speed according to the inclination angle of the bicycle from becoming too large.

In the bicycle control device of the eleventh aspect according to any one of the first to tenth aspects, the control unit controls the response speed when the vehicle speed of the bicycle is equal to or lower than a first speed, and The response speed is made different from the response speed when the first speed is exceeded.
According to the above-described bicycle control device, it is possible to assist in propulsion of the bicycle suitable for the vehicle speed when the vehicle speed is equal to or lower than the first speed and when the vehicle speed exceeds the first speed.

In the twelfth aspect of the bicycle control device according to any one of the first to eleventh aspects, the control section changes the response speed according to a change in the inclination angle of the bicycle.
According to the above-described bicycle control device, it is possible to assist in propulsion of the bicycle suitable for running roads with varying inclination angles.

In the bicycle control device according to the thirteenth aspect according to the twelfth aspect, the control unit increases the response speed when the human-powered driving force increases as the speed of increase in the inclination angle of the bicycle on an uphill increases.
According to the above-described bicycle control device, it is possible to control the output of the motor according to the pedaling state of the rider on an uphill where the angle of inclination gradually increases.

In the bicycle control device according to the fourteenth aspect according to the twelfth or thirteenth aspect, the controller changes the inclination angle of the bicycle from an angle corresponding to an uphill slope to a third angle or more for a downhill slope within a first period. Then, the response speed is lowered when the human-powered driving force increases.
According to the above-described bicycle control device, when the running road changes from an uphill to a downhill of the third angle or more, it is possible to assist in propulsion of the bicycle suitable for the road surface.

In the bicycle control device of the fifteenth aspect according to any one of the first to fourteenth aspects, the control unit changes the response speed according to the rotation speed of the crank of the bicycle.
According to the above bicycle control device, it is possible to control the output of the motor according to the pedaling state of the rider.

In the bicycle control device according to the sixteenth aspect according to the fifteenth aspect, the control section can control the motor in a first mode in which the response speed decreases as the rotational speed of the crank increases.
According to the above-described bicycle control device, in the first mode, the output of the motor tends to decrease when the human-powered driving force decreases when the bicycle is running with the rotation speed of the crank being low. This makes it easier for the rider to control the bicycle. In addition, wheel spin is suppressed when the bicycle is started. By controlling the motor in the first mode, it is possible to facilitate traveling on off-road roads, particularly those with uneven road surfaces.

In the bicycle control device according to the seventeenth aspect according to the sixteenth aspect, the control unit keeps the response speed constant in the first mode when the rotation speed of the crank reaches or exceeds a first speed.
According to the bicycle control device, in the first mode, when the rotation speed of the crank becomes equal to or higher than the first speed, the response speed becomes constant. is suppressed from becoming too large.

In the bicycle control device according to the eighteenth aspect according to the fifteenth aspect, the controller can control the motor in a second mode in which the response speed increases as the rotation speed of the crank increases.
According to the above-described bicycle control device, in the second mode, the output of the motor is less likely to decrease when the human power driving force decreases while the bicycle is running with the rotation speed of the crank being low. Therefore, interruption of assist by the motor is suppressed. Controlling the motor in the second mode makes it easier to drive, especially on flat road surfaces.

In the bicycle control device according to the nineteenth aspect according to the eighteenth aspect, the control unit keeps the response speed constant when the rotation speed of the crank becomes equal to or higher than a second speed in the second mode.
According to the bicycle control device, in the second mode, when the rotation speed of the crank becomes equal to or higher than the second speed, the response speed becomes constant. This prevents the load from becoming too large.

In the bicycle control device according to the twentieth aspect according to the sixteenth or seventeenth aspect, the control unit can control the motor in a second mode in which the response speed increases as the rotation speed of the crank increases. .
According to the bicycle control device described above, when the bicycle is running with the rotation speed of the crank being low, the output of the motor is less likely to decrease when the human power driving force decreases. Therefore, interruption of assist by the motor is suppressed. Controlling the motor in the second mode can facilitate on-road driving in particular.

In the bicycle control device according to the 21st aspect according to the 20th aspect, the control unit keeps the response speed constant when the rotation speed of the crank reaches or exceeds a second speed in the second mode.
According to the bicycle control device, in the second mode, when the rotation speed of the crank becomes equal to or higher than the second speed, the response speed becomes constant. This prevents the load from becoming too large.

In the bicycle control device according to the 22nd aspect according to the 20th or 21st aspect, the control section switches between the first mode and the second mode according to operation of an operation section communicable with the control section. It is possible.
According to the above bicycle control device, the first mode and the second mode can be switched according to the rider's intention.

In the bicycle control device of the 23rd aspect according to any one of the 1st to 22nd aspects, the control unit uses a low-pass filter to change the response speed.
According to the bicycle control device described above, since the response speed is changed using the low-pass filter, the response speed can be changed with a simple process.

One form of a bicycle control device according to the twenty-fourth aspect of the present invention includes a control section that controls a motor that assists propulsion of a bicycle in accordance with an operation of an operation section provided on the bicycle, and the control section includes: The increasing speed of the output torque of the motor is changed according to at least one of the tilt angle of the bicycle and the amount of change in the tilt angle of the bicycle.
According to the bicycle control device, when the motor is controlled in accordance with the operation of the operation section, the output torque of the motor becomes an increasing speed suitable for at least one of the inclination angle of the bicycle and the amount of change in the inclination angle of the bicycle. You can control the motor like

In the bicycle control device according to the twenty-fifth aspect according to the twenty-fourth aspect, the control unit increases the rate of increase of the output torque of the motor when the inclination angle of the bicycle on an uphill increases.
According to the above bicycle control device, the output torque of the motor can be increased early when the inclination angle of the bicycle increases on an uphill.

In the bicycle control device according to the twenty-sixth aspect according to the twenty-fourth or twenty-fifth aspect, the control unit reduces the rate of increase of the output torque of the motor when the inclination angle of the bicycle increases on a downward slope.
According to the above-described bicycle control device, it is possible to suppress an increase in the output torque of the motor when the inclination angle of the bicycle becomes large on a downward slope.

In the bicycle control device according to the twenty-seventh aspect according to any one of the twenty-fourth to twenty-sixth aspects, the control unit increases the output torque of the motor as the rate of increase in the inclination angle of the bicycle on an uphill slope increases. Increase speed.
According to the above-described bicycle control device, the output torque of the motor can be quickly increased when traveling on an uphill road with a gradually increasing gradient.

In the bicycle control device of the twenty-eighth aspect according to any one of the twenty-fourth to twenty-seventh aspects, the control unit increases the output torque of the motor as the speed of increase in the inclination angle of the bicycle on a downhill increases. slow down.
According to the bicycle control device described above, it is possible to suppress an increase in the output torque of the motor when traveling on a traveling road with a gradually increasing gradient on a downhill.

One form of the bicycle control device according to the twenty-ninth aspect of the present invention includes a control unit that controls a motor that assists propulsion of the bicycle, and the control unit controls the output torque of the motor so that it is equal to or less than a predetermined torque. and the predetermined torque is changed according to the inclination angle of the bicycle.
According to the bicycle control device, the motor can be controlled so that the output torque is suitable for the tilt angle.

In the bicycle control device according to the thirtieth aspect according to the twenty-ninth aspect, the predetermined torque includes a first torque, the control unit is configured to be able to control the motor according to the human-powered driving force, and the human-powered driving force When the motor is controlled according to , the output torque of the motor is controlled to be equal to or less than the first torque, and the first torque is changed according to the inclination angle of the bicycle.
According to the bicycle control device, the motor can be controlled so that the torque is equal to or less than the first torque suitable for the tilt angle.

In the bicycle control device according to the 31st aspect according to the 30th aspect, the control unit increases the first torque as the inclination angle of the bicycle on an uphill increases.
According to the bicycle control device, the output torque of the motor can be increased as the inclination angle of the bicycle increases on an uphill slope.

In the bicycle control device of the thirty-second aspect according to any one of the twenty-ninth to the thirty-first aspects, the predetermined torque includes a second torque, and the control section is adapted to operate an operation section provided on the bicycle. When the motor is controlled according to the operation of the operation unit, the output torque of the motor is controlled to be equal to or less than the second torque, and the second torque is the It is changed according to the inclination angle of the bicycle.
According to the bicycle control device described above, when the motor is controlled according to the operation of the operation section, the motor can be controlled so that the torque is equal to or less than the second torque suitable for the tilt angle.

In the bicycle control device according to the thirty-third aspect according to the thirty-second aspect, the control unit increases the second torque as the inclination angle of the bicycle on an uphill increases.
According to the bicycle control device, the output torque of the motor can be increased as the inclination angle of the bicycle increases on an uphill slope.

The bicycle control device of the 34th aspect according to any one of the 1st to 33rd aspects, further comprising a tilt detector for detecting a tilt angle of the bicycle.
According to the bicycle control device, the tilt angle of the bicycle can be detected by the tilt detector.

In the bicycle control device of a thirty-fifth aspect according to any one of the first to twenty-third, thirtieth, and thirty-first aspects, the control unit, based on the human power driving force and the rotation speed of the crank of the bicycle, to calculate the tilt angle.
According to the above-described bicycle control device, since the control unit calculates the inclination angle based on the human power driving force and the rotation speed of the crank, in addition to the sensor for detecting the human power driving force and the sensor for detecting the rotation speed of the crank, A separate sensor for detecting the angle is not required.

One form of the bicycle control device according to the thirty-sixth aspect of the present invention includes a control unit that controls a motor that assists propulsion of the bicycle according to the human power driving force, and the control unit controls the speed of the bicycle to the first speed. The speed of response of the motor to the change in the manpower driving force is made different between when the speed is below the speed and when the speed of the bicycle exceeds the first speed.
According to the bicycle control device described above, the motor can be controlled at a suitable response speed depending on whether the vehicle speed of the bicycle is equal to or lower than the first speed or when the vehicle speed of the bicycle exceeds the first speed.

The control unit according to the thirty-seventh aspect according to the thirty-sixth aspect reduces the response speed when the vehicle speed of the bicycle is equal to or lower than the first speed than the response speed when the vehicle speed of the bicycle exceeds the first speed. make it higher.
According to the bicycle control device described above, when the vehicle speed of the bicycle is equal to or lower than the first speed, the output of the motor can be increased quickly when increasing the output of the motor.

One form of the bicycle control device according to the thirty-eighth aspect of the present invention includes a control section that controls a motor that assists in propulsion of the bicycle according to the human power driving force, and the control section controls the movement of the bicycle when the bicycle starts running. The speed of response of the motor to a change in the human-powered driving force input to the bicycle is made different between when it is within a predetermined period of time and when the predetermined period of time has passed.
According to the above bicycle control device, the motor can be controlled at a suitable response speed depending on whether it is within a predetermined period of time after the bicycle starts running or when the predetermined period of time has elapsed.

In the bicycle control device according to the thirty-ninth aspect according to the thirty-eighth aspect, the control unit controls the response speed within the predetermined period after the bicycle starts running, and the response speed after the predetermined period has passed. Make it higher than the response speed.
According to the above-described bicycle control device, the output of the motor can be quickly increased when the output of the motor is to be increased within a predetermined period of time after the bicycle starts running.

The bicycle control device of the present invention can control the motor according to the running environment of the bicycle.

1 is a block diagram showing the electrical configuration of a bicycle including the bicycle control device of the first embodiment; FIG. FIG. 2 is a flowchart of motor control executed by the controller in FIG. 1; FIG. 4 is a graph showing the relationship between the time constant in the first mode set by the controller in FIG. 1 and the rotation speed and inclination angle of the crank; 4 is a graph showing the relationship between the time constant in the second mode set by the controller in FIG. 1 and the rotation speed and inclination angle of the crank; 4 is a timing chart showing an example of motor control in the first mode; 4 is a timing chart showing an example of motor control in the second mode; 6 is a flowchart of motor control executed by a control unit according to the second embodiment; 9 is a timing chart showing an example of motor control in a first mode according to the second embodiment; FIG. 9 is a timing chart showing an example of motor control in a second mode according to the second embodiment; FIG. FIG. 11 is a first flowchart of motor control executed by the control unit of the third embodiment; FIG. FIG. 11 is a second flowchart of motor control executed by the control unit of the third embodiment; FIG. The graph which showed the relationship between the 1st torque and the rotational speed of a crank which are set by the control part of 4th Embodiment. FIG. 11 is a flowchart of motor control executed by a control unit according to the fourth embodiment; FIG. The 1st flowchart of the motor control performed by the control part of 5th Embodiment. FIG. 11 is a second flowchart of motor control executed by the control unit of the fifth embodiment; FIG. FIG. 11 is a timing chart showing an example of motor control in the fifth embodiment; FIG. 10 is a flowchart of motor control executed by the control unit of the seventh embodiment; FIG. 11 is a flowchart of motor control executed by the control unit of the eighth embodiment; FIG. 4 is a flowchart of motor control in the first modified example; 10 is a flowchart of motor control in a second modified example; 9 is a flowchart of motor control in a third modified example; FIG. 11 is a flowchart of motor control in a fourth modified example; FIG. FIG. 11 is a flowchart of motor control in a fifth modified example; FIG. 14 is a flowchart of motor control in a sixth modification; 14 is a flowchart of motor control in a seventh modified example;

(First embodiment)
A bicycle equipped with a bicycle control device according to an embodiment will be described with reference to FIG.
The bicycle 10 includes a drive mechanism 12 , an operating section 14 , a battery 16 , an assist device 18 and a bicycle control device 30 . Bicycle 10 is, for example, a mountain bike, but may also be a road bike or a city bike.

Drive mechanism 12 includes crank 12A and pedal 12D. Crank 12A includes crankshaft 12B and crank arm 12C. The drive mechanism 12 transmits the human power driving force T applied to the pedal 12D to rear wheels (not shown). The drive mechanism 12 is configured to transmit the rotation of the crank 12A to the rear wheels via, for example, a chain, belt, or shaft (none of which are shown). The drive mechanism 12 includes a front rotating body (not shown) coupled to the crankshaft 12B via a one-way clutch (not shown). The one-way clutch rotates the front rotating body forward when the crank 12A rotates forward, and prevents the front rotating body from rotating backward when the crank 12A rotates backward. The front rotating body includes a sprocket, pulley or bevel gear (none of which are shown). The front rotating body may be coupled to the crankshaft 12B without a one-way clutch.

The operation unit 14 is provided on the bicycle 10 . The operating portion 14 is attached to a handlebar (not shown) of the bicycle 10 . The operation unit 14 can communicate with the control unit 32 of the bicycle control device 30 . The operation unit 14 is communicably connected to the control unit 32 of the bicycle control device 30 by wire or wirelessly. The operation unit 14 includes, for example, an operation member, a sensor that detects movement of the operation member, and an electronic circuit that communicates with the control unit 32 according to the output signal of the sensor. Operation unit 14 includes one or more operation members for changing the running mode of motor 22 . Each operating member includes a push switch, a lever switch, or a touch panel. When the rider operates the operation unit 14 , the operation unit 14 transmits a switching signal for switching the running mode of the bicycle 10 to the control unit 32 . Running modes include a first mode and a second mode. The first mode is a mode suitable for traveling on rough roads with many irregularities. The second mode is a mode suitable for driving on flat roads.

Battery 16 includes one or more battery cells. A battery cell includes a rechargeable battery. The battery 16 is electrically connected to the motor 22 of the assist device 18 to supply power to the motor 22 . The battery 16 powers the bicycle controller 30 and other electrical components mounted on the bicycle 10 and electrically connected to the battery 16 by wires.

Assist device 18 includes drive circuit 20 and motor 22 . The drive circuit 20 controls power supplied from the battery 16 to the motor 22 . Motor 22 assists in propulsion of bicycle 10 . Motor 22 includes an electric motor. The motor 22 is provided so as to transmit rotation to the transmission path of the human power driving force T from the pedal 12D to the rear wheels (not shown) or to the front wheels (not shown). The motor 22 is provided on the frame (not shown) of the bicycle 10, the rear wheel, or the front wheel. In one example, the motor 22 is coupled to the power transmission path from the crankshaft 12B to the front rotor. A power transmission path between the motor 22 and the crankshaft 12B is provided with a one-way clutch (not shown) to prevent the motor 22 from rotating due to the rotational force of the crank 12A when the crankshaft 12B is rotated in the forward direction of the bicycle 10. ) is preferably provided. The assist device 18 may include a reducer that reduces the speed of rotation of the motor 22 and outputs it.

The bicycle control device 30 includes a control section 32 . In one example, the bicycle control device 30 preferably further includes a memory 34 , a tilt detector 36 , a torque sensor 38 and a rotation angle sensor 40 .

Control unit 32 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The storage unit 34 stores various control programs and information used for various control processes. The storage unit 34 includes, for example, nonvolatile memory and volatile memory.

The tilt detector 36 detects the tilt angle D of the bicycle 10 . The tilt detector 36 is communicably connected to the controller 32 by wire or wirelessly. The tilt detector 36 includes a triaxial gyro sensor 36A and a triaxial acceleration sensor 36B. The output of the tilt detection unit 36 includes information on posture angles on each of the three axes and acceleration on each of the three axes. The attitude angles of the three axes are pitch angle DA, roll angle DB, and yaw angle DC. It is preferable that the three axes of the gyro sensor 36A and the three axes of the acceleration sensor 36B match. The tilt detector 36 corrects the output of the gyro sensor 36A according to the output of the acceleration sensor 36B and outputs a signal corresponding to the tilt angle D of the bicycle 10 to the controller 32 . The inclination angle D of the bicycle 10 is the absolute value of the pitch angle DA. The pitch angle DA is positive when the bicycle 10 is traveling uphill. The pitch angle DA increases as the inclination angle D of the bicycle 10 on the uphill increases. When the bicycle 10 is traveling downhill, the pitch angle DA becomes negative. The pitch angle DA decreases as the inclination angle D of the bicycle 10 on the downhill increases. The assist device 18 may be configured to include a uniaxial acceleration sensor or a biaxial acceleration sensor instead of the gyro sensor 36A and the acceleration sensor 36B.

The torque sensor 38 outputs a signal corresponding to the human power driving force T. FIG. The torque sensor 38 detects the human power driving force T applied to the crankshaft 12B. The torque sensor 38 may be provided between the crankshaft 12B and the front rotating body (not shown), may be provided on the crankshaft 12B or the front sprocket, or may be provided on the crank arm 12C or the pedal 12D. good. The torque sensor 38 can be realized using, for example, a strain sensor, a magnetostrictive sensor, an optical sensor, a pressure sensor, etc., and outputs a signal corresponding to the human power driving force T applied to the crank arm 12C or the pedal 12D. Any sensor can be employed as long as it is a sensor.

The rotation angle sensor 40 detects the rotation speed N of the crank 12A and the rotation angle of the crank 12A. The rotation angle sensor 40 is attached to the frame (not shown) of the bicycle 10 or the housing (not shown) of the assist device 18 . The rotation angle sensor 40 includes a first element 40A that detects the magnetic field of the first magnet M1 and a second element 40B that outputs a signal according to the positional relationship with the second magnet M2. The first magnet M1 is provided on the crankshaft 12B or the crank arm 12C and arranged coaxially with the crankshaft 12B. The first magnet M1 is an annular magnet, and has a plurality of magnetic poles arranged alternately in the circumferential direction. A first element 40A detects the rotation angle of the crank 12A with respect to the frame. The first element 40A outputs a signal whose period is an angle obtained by dividing 360 degrees by the number of magnetic poles having the same polarity when the crank 12A rotates once. The minimum value of the rotation angle of the crank 12A detectable by the rotation angle sensor 40 is 180 degrees or less, preferably 15 degrees, and more preferably 6 degrees. A second magnet M2 is provided on the crankshaft 12B or the crank arm 12C. A second element 40B detects a reference angle of the crank 12A relative to the frame (eg, top dead center or bottom dead center of the crank 12A). The second element 40B outputs a signal whose cycle is one revolution of the crankshaft 12B.

The rotation angle sensor 40 may include a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field instead of the first element 40A and the second element 40B. In this case, instead of the first magnet M1 and the second magnet M2, an annular magnet whose magnetic field intensity changes in the circumferential direction is provided on the crankshaft 12B coaxially with the crankshaft 12B. By using a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field, it is possible to detect the rotation speed N of the crank 12A and the rotation angle of the crank 12A with a single sensor, thereby simplifying the configuration and assembly. can.

The control unit 32 controls the motor 22 according to the human power driving force T. As shown in FIG.
The control unit 32 uses the low-pass filter 52 to change the response speed of the motor 22 with respect to changes in the manpower driving force T. FIG. The control unit 32 changes the response speed of the motor 22 when the human-powered driving force T decreases. The response speed of the motor 22 when the human-powered driving force T decreases is described as a response speed R.

The control unit 32 changes the response speed R according to the inclination angle D of the bicycle 10 . The control unit 32 changes the response speed R stepwise according to the inclination angle D of the bicycle 10 . The control unit 32 changes the response speed R according to the rotation speed N of the crank 12A. The control section 32 can switch between the first mode and the second mode according to the operation of the operation section 14 . The first mode and the second mode differ from each other in the inclination angle D and the response speed R to the rotation speed N of the crank 12A.

The control unit 32 reduces the response speed R of the motor 22 as the inclination angle D of the bicycle 10 on an uphill increases. The control unit 32 keeps the response speed R constant when the inclination angle D of the bicycle 10 on an uphill is greater than or equal to the first angle D1. Specifically, in the first mode, the control unit 32 reduces the response speed R of the motor 22 when the inclination angle D of the bicycle 10 on an uphill increases. In the first mode, the control unit 32 keeps the response speed R constant when the inclination angle D of the bicycle 10 on an uphill is greater than or equal to the first angle D1. In the second mode, the control unit 32 reduces the response speed R of the motor 22 when the inclination angle D of the bicycle 10 on an uphill increases.

The control unit 32 increases the response speed R when the inclination angle D of the bicycle 10 on the downhill increases. The control unit 32 keeps the response speed R constant when the inclination angle D of the bicycle 10 on the downhill is greater than or equal to the second angle D2. Specifically, the control unit 32 increases the response speed R when the inclination angle D of the bicycle 10 on the downhill increases in the second mode. In the second mode, the control unit 32 keeps the response speed R constant when the inclination angle D of the bicycle 10 on the downhill is greater than or equal to the second angle D2. Also in the first mode, the control unit 32 increases the response speed R when the inclination angle D of the bicycle 10 on the downhill increases, and increases when the inclination angle D of the bicycle 10 on the downhill becomes equal to or greater than the second angle D2. , the response speed R may be constant.

The controller 32 can control the motor 22 in a first mode in which the response speed R decreases as the rotational speed N of the crank 12A increases. In the first mode, the control unit 32 keeps the response speed R constant when the rotation speed N of the crank 12A reaches or exceeds the first speed N1. The control unit 32 can control the motor 22 in a second mode in which the response speed R increases as the rotational speed N of the crank 12A increases. In the second mode, the control unit 32 keeps the response speed R constant when the rotational speed N of the crank 12A reaches or exceeds the second speed N2.

The control unit 32 includes a mode switching unit 42 , a human driving force calculation unit 44 , an increase/decrease determination unit 46 , a correction unit 48 and an output calculation unit 50 . The arithmetic processing unit of the control unit 32 functions as a mode switching unit 42 , a manpower driving force calculation unit 44 , an increase/decrease determination unit 46 , a correction unit 48 , and an output calculation unit 50 by executing programs.

The mode switching section 42 switches the running mode of the bicycle 10 based on a switching signal from the operation section 14 . The mode switching unit 42 sets a first map corresponding to the first mode stored in the storage unit 34 when receiving a switching signal for switching the driving mode to the first mode from the operation unit 14 . A signal to that effect is transmitted to the correction unit 48 . The mode switching unit 42 sets a second map corresponding to the second mode stored in the storage unit 34 when receiving a switching signal for switching the running mode to the second mode from the operation unit 14 . A signal to that effect is transmitted to the correction unit 48 .

The human-powered driving force calculator 44 calculates the human-powered driving force T based on the output from the torque sensor 38 .
The increase/decrease determination unit 46 determines whether the human-powered driving force T is increasing or decreasing. For example, it computes whether the human-powered driving force T in the current computation cycle is greater or smaller than the human-powered driving force T in the previous computation cycle.

Correction unit 48 includes low-pass filter 52 and response speed setting unit 54 . The correction unit 48 corrects the human power driving force T. FIG.
Low pass filter 52 is a first order low pass filter. The low-pass filter 52 uses the time constant K to correct the manpower driving force T to the corrected driving force TX. As the time constant K increases, the response speed R decreases, and the change in the correction driving force TX with respect to the change in the manpower driving force T is delayed.

Response speed setting unit 54 sets time constant K used in low-pass filter 52 . The response speed setting unit 54 sets the time constant K based on the first map or the second map set by the mode switching unit 42, the inclination angle D, and the rotational speed N of the crank 12A.

The output calculation unit 50 determines the output of the motor 22 (hereinafter referred to as “motor output TM”) based on the manpower driving force T. FIG. The output calculation unit 50 determines, for example, at least one of the motor torque and the motor rotation speed as the motor output TM. The output calculation unit 50 selects one of the human power driving force T and the correction driving force TX based on the determination result of the increase/decrease determination unit 46 and the comparison result of the human power driving force T and the correction driving force TX. A motor output TM is determined based on the driving force T or the correction driving force TX. Specifically, when the manpower driving force T decreases, the output calculation unit 50 determines a value obtained by multiplying the correction driving force TX by a predetermined value as the motor output TM. When the human-powered driving force T increases and the human-powered driving force T is smaller than the corrected driving force TX, the output calculation unit 50 determines a value obtained by multiplying the corrected driving force TX by a predetermined value as the motor output TM. When the human-powered driving force T increases and becomes equal to or greater than the corrected driving force TX, the output calculation unit 50 determines a value obtained by multiplying the human-powered driving force T by a predetermined value as the motor output TM. It should be noted that the predetermined value is changed according to the traveling mode in which the ratio of the motor output TM to the manpower driving force T is different. The running mode is switched by the rider's operation of the operation unit 14 or the like. The control unit 32 outputs a control signal to the drive circuit 20 based on the determined motor output TM.

Motor control executed by the control unit 32 will be described with reference to FIG. Motor control is repeated at predetermined intervals while power is being supplied to the control unit 32 .
The control unit 32 calculates the human power driving force T in step S11. Next, the control unit 32 determines whether the current running mode is the first mode in step S12. When the control unit 32 determines that the driving mode is the first mode, the process proceeds to step S13. In step S13, the control unit 32 calculates the correction driving force TX based on the first map, the inclination angle D, the rotational speed N of the crank 12A, and the human driving force T, and proceeds to step S14.

The control unit 32 determines whether or not the human-powered driving force T has decreased in step S14. For example, when the human-powered driving force T in the current calculation cycle is smaller than the human-powered driving force T in the previous calculation cycle, the control unit 32 determines that the human-powered driving force T has decreased.

When the controller 32 determines in step S14 that the human-powered driving force T has decreased, in step S15, it calculates the motor output TM based on the corrected driving force TX calculated in step S13, and proceeds to step S16. . The control unit 32 controls the motor 22 based on the motor output TM in step S16, and executes the processing from step S11 again after a predetermined cycle.

When the first mode is selected, if the rotation speed N of the crank 12A does not change, the response speed R decreases as the inclination angle D on the uphill increases. When the first mode is selected, the response speed R becomes the first value R1 when the inclination angle D on the uphill is equal to or greater than the first angle D1. If the inclination angle D does not change when the first mode is selected, the response speed R decreases as the rotation speed N of the crank 12A increases. When the first mode is selected, the response speed R becomes constant when the rotational speed N of the crank 12A reaches or exceeds the first speed N1.

As shown in FIG. 3, in the first map, the larger the pitch angle DA, the larger the time constant K with respect to the predetermined rotation speed N of the crank 12A. Therefore, in the first map, the larger the inclination angle D on the uphill, the larger the time constant K with respect to the predetermined rotational speed N of the crank 12A, and the smaller the response speed R becomes.

A first line L11 in FIG. 3 shows the relationship between the rotational speed N of the crank 12A and the time constant K when the pitch angle DA is the first pitch angle DA1. The first line L11 is indicated by a solid line. A second line L12 indicates the relationship between the rotation speed N and the time constant K of the crank 12A when the pitch angle DA is the second pitch angle DA2. A second line L12 is indicated by a dotted line. A third line L13 indicates the relationship between the rotation speed N and the time constant K of the crank 12A when the pitch angle DA is the third pitch angle DA3. The third line L13 is indicated by a dashed-dotted line. The first pitch angle DA1, the second pitch angle DA2, and the third pitch angle DA3 have a relationship of "DA1>DA2>DA3". The first pitch angle DA1 is, for example, the pitch angle DA of the bicycle 10 corresponding to a road gradient of 10%, and has a positive value. When the pitch angle DA is the first pitch angle DA1, the inclination angle D of the bicycle 10 on the uphill is the first angle D1. In one example, the first pitch angle DA1 is +5.7 degrees, the second pitch angle DA2 is +2.8 degrees and the third pitch angle DA3 is 0 degrees.

In the first map, the time constant K is set constant when the pitch angle DA is greater than or equal to the first pitch angle DA1. As indicated by the first line L11, when the pitch angle DA is the first pitch angle DA1, the first predetermined value K1 is selected as the time constant K regardless of the rotation speed N of the crank 12A.

In the first map, when the pitch angle DA is less than the first pitch angle DA1, the time constant K is set to increase as the rotational speed N of the crank 12A increases. According to the first map, when the pitch angle DA is less than the first pitch angle DA1, the time constant K is set to be constant when the rotation speed N of the crank 12A becomes equal to or higher than the first speed N1. there is In one example, the time constant K when the pitch angle DA is less than the first pitch angle DA1 and the rotation speed N of the crank 12A is equal to or higher than the first speed N1 is It is equal to the time constant K1 when DA1 or more.

As indicated by the second line L12, when the pitch angle DA is the second pitch angle DA2, the higher the rotation speed N of the crank 12A, the more the time constant K linearly increases. A predetermined value K1 of 1 is obtained. As indicated by the third line L13, when the pitch angle DA is the third pitch angle DA3, the higher the rotation speed N of the crank 12A, the more the time constant K increases linearly. A predetermined value K1 of 1 is obtained. When the pitch angle DA is the third pitch angle DA3, under the condition that the rotation speed N of the crank 12A is the same in the range where the rotation speed N of the crank 12A is less than the first speed N1, the time constant K is equal to the pitch angle DA. smaller than at the second pitch angle DA2.

The relationship between the rotational speed N of the crank 12A and the time constant K in the range in which the rotational speed N of the crank 12A in the first map is equal to or lower than the first speed N1 is set in advance using the first arithmetic expression. . The first arithmetic expression includes a coefficient determined according to the tilt angle D. The first computational expression is represented, for example, by Equation (1) below.

K=(4×A1×N)+(L1×A2) (1)
"L1" is a constant. "N" is the rotation speed N of the crank 12A. “A1” is a coefficient determined according to the tilt angle D; “A2” is a coefficient determined according to the tilt angle D; "A1" is set to decrease as the tilt angle D increases. "A2" is set to increase as the tilt angle D increases. Table 1 shows an example of the relationship between "A1" and [A2] and the tilt angle D.

As shown in FIG. 2, when the control unit 32 determines in step S12 that the current running mode is not the first mode, that is, when the current running mode is the second mode, the process proceeds to step S17. do. In step S17, the control unit 32 calculates the correction driving force TX based on the second map, the inclination angle D, the rotation speed N of the crank 12A, and the human driving force T, and proceeds to step S14.

The control unit 32 determines whether or not the human-powered driving force T has decreased in step S14. When the controller 32 determines in step S14 that the human-powered driving force T has decreased, in step S15, it calculates the motor output TM based on the corrected driving force TX calculated in step S17, and proceeds to step S16. . The control unit 32 controls the motor 22 based on the motor output TM in step S16, and executes the processing from step S11 again after a predetermined cycle.

When the second mode is selected, if the rotation speed N of the crank 12A does not change, the response speed R increases as the inclination angle D on the downward slope increases. When the second mode is selected, the response speed R becomes the second value R2 when the inclination angle D on the downhill is equal to or less than the second angle D2. At the second value R2, the response speed R is the highest. In one example, the second value R2 is equal to the response speed R when the manpower driving force T increases. When the second mode is selected, the response speed R is set to increase as the rotation speed N of the crank 12A increases if the inclination angle D does not change. When the second mode is selected, the response speed R becomes constant when the rotational speed N of the crank 12A reaches or exceeds the second speed N2.

As shown in FIG. 4, in the second map, the larger the pitch angle DA, the larger the time constant K with respect to the predetermined rotation speed N of the crank 12A. Therefore, according to the second map, the larger the inclination angle D on the downhill, the smaller the time constant K with respect to the predetermined rotational speed N of the crank 12A, and the smaller the response speed R.

A first line L21 in FIG. 4 shows the relationship between the rotational speed N of the crank 12A and the time constant K when the pitch angle DA is the fourth pitch angle DA4. The first line L21 is indicated by a solid line. A second line L22 indicates the relationship between the rotation speed N and the time constant K of the crank 12A when the pitch angle DA is the fifth pitch angle DA5. The second line L22 is indicated by a dashed-dotted line. A third line L23 indicates the relationship between the rotational speed N of the crank 12A and the time constant K when the pitch angle DA is the sixth pitch angle DA6. A third line L23 is indicated by a long dotted line. A fourth line L24 indicates the relationship between the rotational speed N of the crank 12A and the time constant K when the pitch angle DA is the seventh pitch angle DA7. A fourth line L24 is indicated by a dashed line. A fifth line L25 indicates the relationship between the rotation speed N of the crank 12A and the time constant K when the pitch angle DA is the eighth pitch angle DA8. A fifth line L25 is indicated by a two-dot chain line. The fourth pitch angle DA4, the fifth pitch angle DA5, the sixth pitch angle DA6, the seventh pitch angle DA7, and the eighth pitch angle DA8 have a relationship of "DA4<DA5<DA6<DA7<DA8". have. The fourth pitch angle DA4 is, for example, the pitch angle DA of the bicycle 10 corresponding to a road gradient of -10% and has a negative value. When the pitch angle DA is the fourth pitch angle DA4, the inclination angle D of the bicycle 10 on the downhill is the second angle D2. In one example, the fourth pitch angle DA4 is -5.7 degrees, the fifth pitch angle DA5 is -2.8 degrees, the sixth pitch angle DA6 is 0 degrees, and the seventh pitch angle DA6 is -5.7 degrees. pitch angle DA7 is +2.8 degrees and the eighth pitch angle DA8 is +5.7 degrees.

In the second map, the time constant K is set constant when the pitch angle DA is equal to or less than the fourth pitch angle DA4. As indicated by the first line L21, the second predetermined value K2 is selected as the time constant K regardless of the rotational speed N of the crank 12A when the pitch angle DA is the fourth pitch angle DA4. The second predetermined value K2 is, for example, "0".

In the second map, when the pitch angle DA is greater than the fourth pitch angle DA4, the time constant K is set to decrease as the rotational speed N of the crank 12A increases. In the second map, when the pitch angle DA is greater than the fourth pitch angle DA4, the time constant K is set to be constant when the rotation speed N of the crank 12A becomes equal to or higher than the second speed N2. In one example, the time constant K when the pitch angle DA is greater than the fourth pitch angle DA4 and when the rotation speed N of the crank 12A becomes equal to or greater than the second speed N2 is It is equal to the time constant K2 when DA4 or less.

As indicated by the second line L22, when the pitch angle DA is the fifth pitch angle DA5, the higher the rotation speed N of the crank 12A, the more the time constant K decreases exponentially. It becomes the second predetermined value K2.

As indicated by the third line L23, when the pitch angle DA is the sixth pitch angle DA6, the higher the rotation speed N of the crank 12A, the more the time constant K decreases exponentially. It becomes the second predetermined value K2. When the pitch angle DA is the sixth pitch angle DA6, under the condition that the rotation speed N of the crank 12A is the same in the range where the rotation speed N of the crank 12A is less than the second speed N2, the time constant K is equal to the pitch angle DA. greater than at the fifth pitch angle DA5.

As indicated by the fourth line L24, when the pitch angle DA is the seventh pitch angle DA7, the higher the rotation speed N of the crank 12A, the more the time constant K decreases exponentially. It becomes the second predetermined value K2. When the pitch angle DA is the seventh pitch angle DA7, under the condition that the rotation speed N of the crank 12A is the same in the range where the rotation speed N of the crank 12A is less than the second speed N2, the time constant K is equal to the pitch angle DA. greater than at the sixth pitch angle DA6.

As indicated by the fifth line L25, when the pitch angle DA is the eighth pitch angle DA8, the higher the rotation speed N of the crank 12A, the more the time constant K decreases exponentially. It becomes the second predetermined value K2. When the pitch angle DA is the eighth pitch angle DA8, under the condition that the rotation speed N of the crank 12A is the same in the range where the rotation speed N of the crank 12A is less than the second speed N2, the time constant K is equal to the pitch angle DA. greater than at the seventh pitch angle DA7.

The relationship between the rotational speed N of the crank 12A and the time constant K in the range where the rotational speed N of the crank 12A in the second map is equal to or lower than the second speed N2 is preset using the second arithmetic expression. . The second arithmetic expression includes a coefficient determined according to the tilt angle D. The second computational expression is represented, for example, by the following equation (2).

K=(L2×B)/100/N×1000 (2)
"L2" is a constant. "N" is the rotation speed N of the crank 12A. "B" is a coefficient determined according to the tilt angle D; "B" is set to increase as the tilt angle D increases. Table 2 shows an example of the relationship between "B" and the tilt angle D.

As shown in FIG. 2, when the controller 32 determines in step S14 that the human-powered driving force T has not decreased, it determines in step S18 whether the human-powered driving force T is greater than the correction driving force TX. . When the controller 32 determines in step S18 that the human-powered driving force T is greater than the correction driving force TX, it calculates the motor output TM based on the human-powered driving force T in step S19, and proceeds to step S16. The control unit 32 controls the motor 22 based on the motor output TM in step S16, and executes the processing from step S11 again after a predetermined cycle.

On the other hand, when the controller 32 determines in step S18 that the manpower driving force T is equal to or less than the corrected driving force TX, in step S15 the motor output TM is calculated based on the corrected driving force TX, and the process proceeds to step S16. The control unit 32 controls the motor 22 based on the motor output TM in step S16, and executes the processing from step S11 again after a predetermined cycle. That is, the motor 22 is controlled based on the larger one of the human-powered driving force T and the correction driving force TX during the period in which the human-powered driving force T is increasing.

An example of motor control when the first mode is selected will be described with reference to FIG. FIG. 5(a) shows the relationship between time and the human-powered driving force T. FIG. FIG. 5(b) shows the relationship between time and pitch angle DA. FIG. 5(c) shows the relationship between time and motor output TM. FIG. 5 shows a state in which the bicycle 10 is running with the rotational speed N of the crank 12A constant. In FIG. 5(c), the solid line indicates the motor output TM when the tilt angle D changes during running, and the two-dot chain line indicates the motor output TM when the tilt angle D does not change during running.

From time t10 to time t11 in FIG. 5, the pitch angle DA is equal to or greater than the first pitch angle DA1. During this period, when the manpower driving force T increases, that is, when the crank arm 12C (see FIG. 1) rotates from the top dead center or the bottom dead center toward an intermediate angle between the top dead center and the bottom dead center, If the human-powered driving force T is greater than the corrected driving force TX, the motor output TM changes at substantially the same rate of increase as the human-powered driving force T increases. Further, when the manpower driving force T decreases, that is, when the crank arm 12C (see FIG. 1) rotates from the intermediate angle between the top dead center and the bottom dead center toward the top dead center or the bottom dead center, the motor output TM decreases at a slower rate than the rate of decrease of the manpower driving force T.

Time t11 indicates the time when the pitch angle DA becomes equal to or less than the first pitch angle DA1 and greater than the second pitch angle DA2. At this time, the controller 32 reduces the time constant K according to the pitch angle DA. Therefore, the degree of decrease in the correction driving force TX becomes larger than the period from time t10 to time t11, and the degree of reduction in the correction driving force TX approaches the degree of reduction in the human driving force T. Therefore, the degree of decrease in the motor output TM approaches the degree of decrease in the manpower driving force T. That is, the response speed R of the motor 22 with respect to changes in the manpower driving force T increases. When the pitch angle DA is maintained in a state equal to or less than the first pitch angle DA1 and greater than the second pitch angle DA2, the control unit 32 operates the motor 22 at a constant response speed R when the human-powered driving force T decreases. Control.

Time t12 indicates the time when the pitch angle DA becomes equal to or less than the second pitch angle DA2 and greater than the third pitch angle DA3. Therefore, the degree of decrease in the correction driving force TX is greater than in the period from time t11 to t12. Therefore, the degree of decrease in the motor output TM becomes even closer to the degree of decrease in the manpower driving force T. That is, the response speed R of the motor 22 with respect to changes in the manpower driving force T increases. The control unit 32 controls the motor 22 at a constant response speed R when the pitch angle DA is maintained at the third pitch angle DA3 or more and when the human driving force T decreases.

An example of motor control when the second mode is selected will be described with reference to FIG. FIG. 6(a) shows the relationship between time and the human-powered driving force T. FIG. FIG. 6(b) shows the relationship between time and pitch angle DA. FIG. 6(c) shows the relationship between time and motor output TM. FIG. 6 shows a state in which the bicycle 10 is running with the rotational speed N of the crank 12A constant. In FIG. 6(c), the solid line shows an example of motor control execution when the tilt angle D changes during running, and the two-dot chain line shows the motor control execution when the tilt angle D does not change during running. An example of an aspect is shown.

A period from time t20 to time t21 in FIG. 6 indicates a period in which the pitch angle DA is equal to or less than the sixth pitch angle DA6 and greater than the fifth pitch angle DA5. In this period, if the human-powered driving force T is greater than the corrected driving force TX, the motor output TM changes at substantially the same rate of increase as the human-powered driving force T increases. Further, when the manpower driving force T decreases, the motor output TM decreases at a slower rate than the manpower driving force T decreases.

Time t21 indicates the time when the pitch angle DA becomes equal to or less than the fifth pitch angle DA5 and greater than the fourth pitch angle DA4. At this time, the controller 32 reduces the time constant K according to the pitch angle DA. Therefore, the degree of reduction of the correction driving force TX becomes large, and the degree of reduction of the correction driving force TX approaches the degree of reduction of the human driving force T. FIG. Therefore, the degree of decrease in the motor output TM approaches the degree of decrease in the manpower driving force T. That is, the response speed R of the motor 22 with respect to changes in the manpower driving force T increases. The control unit 32 operates the motor 22 at a constant response speed R when the human-powered driving force T decreases while the pitch angle DA is maintained at the fifth pitch angle DA5 or less and greater than the fourth pitch angle DA4. Control.

Time t22 indicates the time when the pitch angle DA becomes equal to or less than the fourth pitch angle DA4. At this time, the control unit 32 sets the time constant K to "0". Therefore, the degree of reduction of the correction driving force TX becomes large, and the degree of reduction of the correction driving force TX becomes substantially equal to the degree of reduction of the human driving force T. Therefore, the degree of reduction of the motor output TM is substantially equal to the degree of reduction of the manpower driving force T. FIG. That is, the response speed R of the motor 22 with respect to changes in the manpower driving force T increases. The controller 32 controls the motor 22 at a constant response speed R when the pitch angle DA is maintained at a fourth pitch angle DA4 or less and when the human driving force T decreases.

The operation and effects of the bicycle control device 30 will be described.
The bicycle control device 30 can maintain the motor output TM in a larger state as the inclination angle D of the uphill increases, so that the load on the driver can be reduced when traveling uphill. On downhill or flat roads, the bicycle controller 30 responsively changes the motor output TM in response to changes in the manpower driving force T, so that the rider can operate the bicycle 10 when riding downhill or on flat roads. easier to control.

When the bicycle 10 runs uphill on an uneven off-road, the force acting on the rear of the bicycle 10 is greater than when the bicycle 10 runs uphill on a flat road. By selecting the first mode, the driver is less likely to feel that the motor output TM is insufficient.

(Second embodiment)
A bicycle control device 30 according to a second embodiment will be described with reference to FIGS. 1 and 7 to 9. FIG. The bicycle control device 30 of the second embodiment is similar to the bicycle control device 30 of the first embodiment, except that the response speed Q of the motor 22 is changed according to the inclination angle D even when the human-powered driving force T increases. is similar to For this reason, the same reference numerals as in the first embodiment are assigned to the configurations that are common to the first embodiment, and overlapping descriptions are omitted.

The control unit 32 changes the response speed of the motor 22 when the human-powered driving force T increases. The response speed of the motor 22 when the human-powered driving force T increases is described as a response speed Q. As shown in FIG. The control unit 32 may change the response speed Q stepwise according to the inclination angle D of the bicycle 10 . The control unit 32 may continuously change the response speed Q according to the inclination angle D of the bicycle 10 .

The control unit 32 increases the response speed Q as the inclination angle D of the bicycle 10 on an uphill increases. The control unit 32 increases the response speed Q of the motor 22 when the human-powered driving force T increases as the inclination angle D of the bicycle 10 on an uphill increases. When the inclination angle D of the bicycle 10 on an uphill slope becomes greater than or equal to the first angle D1, the control unit 32 keeps the response speed Q constant when the human driving force T increases.

The control unit 32 reduces the response speed Q when the inclination angle D of the bicycle 10 on the downhill increases. When the inclination angle D of the bicycle 10 on the downhill increases, the control unit 32 reduces the response speed Q when the human driving force T increases. When the inclination angle D of the bicycle 10 on the downhill becomes equal to or greater than the second angle D2, the control unit 32 keeps the response speed Q constant when the human driving force T increases.

The storage unit 34 stores a third map and a fourth map that define the relationship between the rising speed of the manpower driving force T, the inclination angle D, and the correction value CX. When the human-powered driving force T increases, the control unit 32 adds or multiplies the correction value CX to the human-powered driving force T to calculate the corrected driving force TX.

The third map defines the correction value CX when the human driving force T increases in the first mode. In one example, the third map defines that the correction value CX increases as the rate of increase of the human-powered driving force T increases, and the correction value CX increases as the pitch angle DA increases. there is A fourth map defines the correction value CX when the human-powered driving force T increases in the second mode. In one example, the fourth map defines that the correction value CX increases as the rate of increase of the human-powered driving force T increases, and the correction value CX decreases as the pitch angle DA increases. . The third map may define that the correction value CX increases as the pitch angle DA increases, regardless of the speed at which the human-powered driving force T increases. The fourth map may be defined so that the correction value CX becomes smaller as the pitch angle DA increases, regardless of the speed at which the human-powered driving force T increases.

When the control unit 32 calculates the corrected driving force TX by adding the correction value CX to the driving force T, the speed of increase of the driving force T is smaller than the predetermined speed in the third map and the fourth map. In some cases, the correction value CX can also be a negative value. When the controller 32 multiplies the human-powered driving force T by the correction value CX to calculate the corrected driving force TX, the speed of increase of the human-powered driving force T is smaller than the predetermined speed in the third map and the fourth map. In some cases, the correction value CX can be set to less than 1.

Motor control executed by the control unit 32 will be described with reference to FIG. The motor control is repeated at predetermined intervals while power is being supplied to the control unit 32 .
The control unit 32 calculates the human power driving force T in step S31. Next, the control unit 32 determines whether the current running mode is the first mode in step S32. When the control unit 32 determines that the driving mode is the first mode, the process proceeds to step S33.

In step S33, the control unit 32 determines whether or not the human-powered driving force T has decreased. When the control unit 32 determines that the human-powered driving force T has decreased, the control unit 32 proceeds to step S34. In step S34, the control unit 32 calculates the correction driving force TX based on the first map, the inclination angle D, the rotation speed N of the crank 12A, and the human driving force T, and proceeds to step S35. In step S35, the control unit 32 calculates the motor output TM based on the calculated correction driving force TX, and proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, and executes the processing from step S31 again after a predetermined cycle.

When the control unit 32 determines in step S33 that the human-powered driving force T is increasing or has not changed, the process proceeds to step S37. In step S37, the control unit 32 calculates the correction driving force TX based on the third map, the tilt angle D, and the human driving force T, and proceeds to step S35. Specifically, the control unit 32 calculates a value obtained by multiplying or adding the speed of increase of the human driving force T by a correction value CX defined in the third map as the correction driving force TX. In step S35, the control unit 32 calculates the motor output TM based on the calculated correction driving force TX, and proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, and executes the processing from step S31 again after a predetermined cycle.

When the control unit 32 determines in step S32 that the current running mode is not the first mode, that is, when the current running mode is the second mode, the process proceeds to step S38. In step S38, the control unit 32 determines whether or not the human power driving force T has decreased. When the control unit 32 determines that the human-powered driving force T has decreased, the process proceeds to step S39. In step S39, the control unit 32 calculates the correction driving force TX based on the second map, the inclination angle D, the rotational speed N of the crank 12A, and the human driving force T, and proceeds to step S35. In step S35, the control unit 32 calculates the motor output TM based on the calculated correction driving force TX, and proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, and executes the processing from step S31 again after a predetermined cycle.

When the controller 32 determines in step S38 that the human-powered driving force T has increased, the process proceeds to step S40. In step S40, the control unit 32 calculates the correction driving force TX based on the fourth map, the tilt angle D, and the human driving force T, and proceeds to step S35. Specifically, the control unit 32 calculates a value obtained by multiplying or adding the speed of increase of the human driving force T by a correction value CX defined in the fourth map as the correction driving force TX. In step S35, the control unit 32 calculates the motor output TM based on the calculated correction driving force TX, and proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, and executes the processing from step S31 again after a predetermined cycle.

An example of motor control when the first mode is selected will be described with reference to FIG. FIG. 8(a) shows the relationship between the time and the human-powered driving force T. FIG. FIG. 8(b) shows the relationship between time and pitch angle DA. FIG. 8(c) shows the relationship between time and motor output TM. FIG. 8 shows a state in which the bicycle 10 is running with the rotational speed N of the crank 12A constant. In FIG. 8(c), the solid line indicates the motor output TM when the tilt angle D changes during running, and the two-dot chain line indicates the motor output TM when the tilt angle D does not change during running.

From time t30 to time t31 in FIG. 8, the pitch angle DA is equal to or greater than the first pitch angle DA1. During the period X1 in which the correction driving force TX decreases within the period from time t30 to time t31, the human driving force T and the motor output TM change in the same manner as from time t11 to time t12 in FIG. During the period X2 from the time t30 to the time t31 in which the correction driving force TX increases, that is, the crank arm 12C (see FIG. 1) moves from the top dead center or the bottom dead center to the middle between the top dead center and the bottom dead center. When turning to a corner, the motor output TM changes with a greater degree of increase than the manpower driving force T increases.

Time t31 indicates the time when the pitch angle DA becomes equal to or less than the first pitch angle DA1 and greater than the second pitch angle DA2. During the period X1 from time t31 to time t32 in which the correction driving force TX decreases, the manpower driving force T and the motor output TM change in the same manner as from time t11 to time t12 in FIG. The control unit 32 decreases the response speed Q in accordance with the pitch angle DA during the period X2 during which the corrected driving force TX increases within the period from time t31 to time t32. Therefore, the degree of increase in the correction driving force TX is smaller than in the period from time t30 to time t31.

Time t32 indicates the time when the pitch angle DA becomes equal to or less than the second pitch angle DA2 and greater than the third pitch angle DA3. During the period X1 after time t32 in which the correction driving force TX decreases, the human driving force T and the motor output TM change in the same manner as after time t12 in FIG. The control unit 32 reduces the response speed Q in accordance with the pitch angle DA during the period X2 after the time t32 when the corrected driving force TX increases. Therefore, the degree of increase in the correction driving force TX is smaller than in the period from time t31 to time t32.

An example of motor control when the second mode is selected will be described with reference to FIG. FIG. 9(a) shows the relationship between time and the human-powered driving force T. FIG. FIG. 9B shows the relationship between time and pitch angle DA. FIG. 9(c) shows the relationship between time and motor output TM. FIG. 9 shows a state in which the bicycle 10 is running with the rotational speed N of the crank 12A constant. In FIG. 9(c), the solid line indicates an example of motor control execution when the inclination angle D changes during running, and the two-dot chain line shows the execution of motor control when the inclination angle D does not change during running. An example of an aspect is shown.

From time t40 to time t41 in FIG. 9, the pitch angle DA is equal to or less than the sixth pitch angle DA6 and greater than the fifth pitch angle DA5. During the period X1 from time t40 to time t41 in which the correction driving force TX decreases, the manpower driving force T and the motor output TM change in the same manner as from time t21 to time t22 in FIG. During the period X2 from the time t40 to the time t41 when the correction driving force TX increases, that is, the crank arm 12C (see FIG. 1) moves from the top dead center or the bottom dead center to the middle between the top dead center and the bottom dead center. When turning to a corner, the motor output TM changes with a greater degree of increase than the manpower driving force T increases.

Time t41 indicates the time when the pitch angle DA becomes equal to or less than the fifth pitch angle DA5 and greater than the fourth pitch angle DA4. During the period X1 from time t41 to time t42 in which the correction driving force TX decreases, the manpower driving force T and the motor output TM change in the same manner as from time t21 to time t22 in FIG. The control unit 32 reduces the response speed Q according to the pitch angle DA during the period X2 during which the corrected driving force TX increases within the period from time t41 to time t42. Therefore, the degree of increase in the corrected driving force TX is smaller than in the period from time t40 to time t41.

Time t42 indicates the time when the pitch angle DA becomes equal to or less than the fourth pitch angle DA4. During the period X1 after time t42 when the correction driving force TX decreases, the manpower driving force T and the motor output TM change in the same manner as after time t22 in FIG. The control unit 32 reduces the response speed Q according to the pitch angle DA during the period X2 after the time t42 when the corrected driving force TX increases. Therefore, the degree of increase in the correction driving force TX is smaller than in the period from time t41 to time t42.

(Third embodiment)
A bicycle control device 30 according to a third embodiment will be described with reference to FIGS. 1, 10, and 11. FIG. The bicycle control device 30 of the third embodiment is the same as the bicycle control device 30 of the first embodiment except that it executes control to change the response speed Q according to the vehicle speed V and the inclination angle D. For this reason, the same reference numerals as in the first embodiment are assigned to the configurations that are common to the first embodiment, and overlapping descriptions are omitted.

In this embodiment, the control unit 32 shown in FIG. 1 controls the response speeds R and Q when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1, and the response speeds R and Q when the vehicle speed V of the bicycle 10 exceeds the first speed V1. Response speeds R and Q are made different. It is preferable that the first speed V1 is set to a vehicle speed V at which it can be determined that the bicycle 10 has started running. The first speed V1 is preferably set within a range of 1 km/h to 10 km/h. In one example, the first speed V1 is set to 3 km/h. The first speed V1 is preferably stored in the storage unit 34 in advance. The storage unit 34 is configured to be able to change the first speed V1. For example, the first speed V1 stored in the storage unit 34 is changed by operating the operation unit 14 or by an external device. The control unit 32 makes the response speed Q when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1 higher than the response speed Q when the vehicle speed V of the bicycle 10 exceeds the first speed V1. The control unit 32 makes the response speed R when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1 lower than the response speed R when the vehicle speed V of the bicycle 10 exceeds the first speed V1.

The control unit 32 causes the response speeds R and Q to differ between when the predetermined period PX1 has elapsed since the bicycle 10 started running and when the predetermined period PX1 has elapsed. The predetermined period PX1 is preferably set within a range of 1 second to 10 seconds. In one example, the predetermined period PX1 is set to 3 seconds. The predetermined period PX1 is preferably stored in the storage unit 34 in advance. The storage unit 34 is configured to be able to change the predetermined period PX1. For example, the predetermined period PX1 stored in the storage unit 34 is changed by operating the operation unit 14 or by an external device. The control unit 32 makes the response speed Q within the predetermined period PX1 after the bicycle 10 starts running higher than the response speed Q when the predetermined period PX has passed. The control unit 32 makes the response speed R within the predetermined period PX1 after the bicycle 10 starts running lower than the response speed R when the predetermined period PX1 has passed.

When the inclination angle D on an uphill increases, the control unit 32 decreases the response speed R when the human-powered driving force T decreases, and increases the response speed Q when the human-powered driving force T increases. Specifically, the control unit 32 increases the response speed Q when the human driving force T increases on an uphill where the pitch angle DA is greater than the first predetermined angle DX1. The first predetermined angle DX1 is set to a positive value, and in one example is set to 9 degrees.

When the inclination angle D on the downhill increases, the control unit 32 increases the response speed R when the human-powered driving force T decreases, and decreases the response speed Q when the human-powered driving force T increases. Specifically, the control unit 32 increases the response speed Q when the human driving force T increases on a downward slope where the pitch angle DA is less than the second predetermined angle DX2. The second predetermined angle DX2 is set to a negative value, for example -9 degrees.

Motor control for changing the response speeds R and Q according to the vehicle speed V and the inclination angle D will be described with reference to FIGS. 10 to 12. FIG. Motor control is repeated at predetermined intervals while power is being supplied to the control unit 32 .

In step S41, the control unit 32 determines whether or not the vehicle speed V is equal to or lower than the first speed V1. When the control unit 32 determines that the vehicle speed V is equal to or lower than the first speed V1, the control unit 32 proceeds to step S42. In step S42, the control unit 32 determines whether or not the pitch angle DA is greater than the first predetermined angle DX1. When the control unit 32 determines that the pitch angle DA is greater than the first predetermined angle DX1, the process proceeds to step S43. In step S43, the control unit 32 decreases the response speed R and increases the response speed Q, and proceeds to step S44. For example, the control unit 32 makes the response speed R lower than the initial value RX of the response speed R pre-stored in the storage unit 34, and lower than the initial value QX of the response speed Q pre-stored in the storage unit 34. Increase the response speed Q. The initial values QX and RX of the response speeds Q and R are preferably set to values suitable for traveling on a flat road when the vehicle speed V is higher than the first speed V1.

In step S44, the control unit 32 determines whether or not the predetermined period PX1 has elapsed. For example, when the elapsed time from when the vehicle speed V is determined to be equal to or lower than the first speed V1 in step S41 is equal to or longer than the predetermined period PX1, the control unit 32 determines that the predetermined period PX1 has elapsed. The control unit 32 repeats the determination process of step S44 until the predetermined period PX1 elapses. The predetermined period PX1 is preferably set within a range of 1 second to 10 seconds. In one example, the predetermined period PX1 is set to 3 seconds. When the predetermined period PX1 has passed, the control unit 32 proceeds to step S45. The control unit 32 restores the response speed R and the response speed Q in step S45. By the process of step S45, the response speed R and the response speed Q are set to the response speed R and the response speed Q before being changed in step S43. For example, the control unit 32 resets the response speed R and the response speed Q to initial values QX and RX stored in advance in the storage unit 34 .

When the control unit 32 determines in step S42 that the pitch angle DA is not greater than the first predetermined angle DX1, the process proceeds to step S46. In step S46, the control unit 32 determines whether or not the pitch angle DA is less than the second predetermined angle DX2. If the control unit 32 determines that the pitch angle DA is greater than or equal to the second predetermined angle DX2, the process ends. Therefore, when the bicycle 10 is on the road where the pitch angle DA is equal to or less than the first predetermined angle DX1 and equal to or greater than the second predetermined angle DX2, the control unit 32 ends the process without changing the response speeds R and Q. do.

When the control unit 32 determines in step S46 that the pitch angle DA is less than the second predetermined angle DX2, the process proceeds to step S47. The control unit 32 increases the response speed R and decreases the response speed Q in step S47, and proceeds to step S44. For example, the control unit 32 makes the response speed R higher than the initial value RX of the response speed R pre-stored in the storage unit 34, and the response speed Q higher than the initial value QX of the response speed Q pre-stored in the storage unit 34. Decrease the response speed Q. When it is determined in step S46 that the pitch angle DA is less than the second predetermined angle DX2, the control unit 32 increases the response speed R and decreases the response speed Q in step S47, and proceeds to step S44.

In step S44, the control unit 32 determines whether or not the predetermined period PX1 has elapsed. For example, when the elapsed time from when the vehicle speed V is determined to be equal to or lower than the first speed V1 in step S41 is equal to or longer than the predetermined period PX1, the control unit 32 determines that the predetermined period PX1 has elapsed. The control unit 32 repeats the determination process of step S44 until the predetermined period PX1 elapses. When the predetermined period PX1 has passed, the control unit 32 proceeds to step S45. The control unit 32 restores the response speed R and the response speed Q in step S45. By the process of step S45, the response speed R and the response speed Q are set to the response speed R and the response speed Q before being changed in step S47. For example, the control unit 32 resets the response speed R and the response speed Q to initial values QX and RX stored in advance in the storage unit 34 .

When the control unit 32 determines in step S41 that the vehicle speed V is higher than the first speed V1, the process proceeds to step S48. In step S48, the control unit 32 determines whether or not the pitch angle DA is greater than the first predetermined angle DX1. When the control unit 32 determines that the pitch angle DA is greater than the first predetermined angle DX1, the process proceeds to step S49. In step S49, the control unit 32 decreases the response speed R and increases the response speed Q, and proceeds to step S50. For example, the control unit 32 makes the response speed R lower than the initial value RX of the response speed R pre-stored in the storage unit 34, and lower than the initial value QX of the response speed Q pre-stored in the storage unit 34. Increase the response speed Q. In step S49, the control unit 32 sets the response speed R and the response speed Q to values different from those in step S43. For example, the control unit 32 sets the response speed R set in step S43 lower than the response speed R set in step S49, and reduces the response speed Q set in step S43 to the response speed R set in step S49. Make the speed higher than Q.

In step S50, the control unit 32 determines whether or not the predetermined period PX2 has passed. Specifically, when the elapsed time period after the response speeds R and Q are changed in step S49 is equal to or longer than the predetermined time period PX2, the control unit 32 determines that the predetermined time period PX2 has passed. The predetermined period PX2 is preferably set within a range of 1 second to 10 seconds. In one example, the predetermined period PX2 is set to 3 seconds. The predetermined period PX2 is preferably stored in the storage unit 34 in advance. The storage unit 34 is configured to be able to change the predetermined period PX2. For example, the predetermined period PX2 stored in the storage unit 34 is changed by operating the operation unit 14 or by an external device. The control unit 32 repeats the determination process of step S50 until the predetermined period PX2 elapses. When the predetermined period PX2 has passed, the control unit 32 proceeds to step S51. The control unit 32 restores the response speed R and the response speed Q in step S51. By the process of step S51, the response speed R and the response speed Q are set to the response speed R and the response speed Q before being changed in step S49. For example, the control unit 32 resets the response speed R and the response speed Q to initial values RX and QX stored in advance in the storage unit 34 .

When the control unit 32 determines in step S48 that the pitch angle DA is not greater than the first predetermined angle DX1, the process proceeds to step S48. In step S48, the control unit 32 determines whether or not the pitch angle DA is less than the second predetermined angle DX2. If the control unit 32 determines that the pitch angle DA is greater than or equal to the second predetermined angle DX2, the process ends. Therefore, when the bicycle 10 is on the road where the pitch angle DA is equal to or less than the first predetermined angle DX1 and equal to or greater than the second predetermined angle DX2, the control unit 32 ends the process without changing the response speeds R and Q. do.

When it is determined in step S52 that the pitch angle DA is less than the second predetermined angle DX2, the control unit 32 increases the response speed R and decreases the response speed Q in step S53, and proceeds to step S50. For example, the control unit 32 makes the response speed R higher than the initial value RX of the response speed R pre-stored in the storage unit 34, and the response speed Q higher than the initial value QX of the response speed Q pre-stored in the storage unit 34. Decrease the response speed Q. For example, the control unit 32 sets the response speed R set in step S53 higher than the response speed R set in step S49, and sets the response speed Q set in step S53 to the response speed R set in step S49. Make it lower than the speed Q.

In step S50, the control unit 32 determines whether or not the predetermined period PX2 has passed. Specifically, when the elapsed time period after changing the response speeds R and Q in step S53 is equal to or longer than the predetermined time period PX2, the control unit 32 determines that the predetermined time period PX2 has elapsed. The control unit 32 repeats the determination process of step S50 until the predetermined period PX2 elapses. When the predetermined period PX2 has passed, the control unit 32 proceeds to step S51.

(Fourth embodiment)
A bicycle control device 30 according to a fourth embodiment will be described with reference to FIGS. 1, 12 and 13. FIG. The bicycle control device 30 of the fourth embodiment is the same as the bicycle control device 30 of the first embodiment, except that the output torque TA of the motor 22 is changed according to the tilt angle D. For this reason, the same reference numerals as in the first embodiment are assigned to the configurations that are common to the first embodiment, and overlapping descriptions are omitted.

In this embodiment, the control unit 32 shown in FIG. 1 is configured to be able to control the motor 22 according to the human power driving force T in the running mode, and controls the motor 22 according to the human power driving force T. In the running mode, the control unit 32 controls the output torque TA of the motor 22 to be equal to or less than the predetermined torque TY. Predetermined torque TY is changed according to inclination angle D of bicycle 10 . Predetermined torque TY includes first torque TY1. The first torque TY1 is set according to the output characteristics of the motor 22, and is set to a value smaller than the upper limit torque of the output torque TA of the motor 22 and close to the upper limit torque.

When controlling the motor 22 according to the human power driving force T, the control unit 32 controls the output torque TA of the motor 22 to be equal to or less than the first torque TY1. The first torque TY1 is changed according to the inclination angle D of the bicycle 10. As shown in FIG. The storage unit 34 stores a fifth map that defines the relationship between the first torque TY1 and the rotation speed N of the crank 12A. A solid line L31 in FIG. 12 indicates an example of the fifth map. The first torque TY1 is preferably set for each driving mode. The control unit 32 increases the first torque TY1 when the inclination angle D of the bicycle 10 on the uphill increases. The control unit 32 reduces the first torque TY1 when the inclination angle D of the bicycle 10 on the downhill increases.

Motor control for changing the first torque TY1 in accordance with the tilt angle D will be described with reference to FIG. Motor control is repeated at predetermined intervals while power is being supplied to the control unit 32 .

In step S61, the control unit 32 determines whether or not the pitch angle DA is greater than the first predetermined angle DX1. When the control unit 32 determines that the pitch angle DA is greater than the first predetermined angle DX1, the process proceeds to step S62. In step S62, the control unit 32 increases the first torque TY1, and proceeds to step S63. Specifically, the control unit 32 extracts the first torque TY1 indicated by the broken line L32 in FIG. The control of the motor 22 is switched to using a map that defines the relationship with the rotation speed N of 12A.

In step S63, the control unit 32 determines whether or not the pitch angle DA is greater than the first predetermined angle DX1. As long as the control unit 32 determines in step S63 that the pitch angle DA is greater than the first predetermined angle DX1, it repeats the determination process in step S63. When the control unit 32 determines in step S63 that the pitch angle DA is equal to or less than the first predetermined angle DX1, in step S64 the control unit 32 returns the first torque TY1 to the original value and ends the process. Specifically, the control unit 32 switches to control of the motor 22 using a map that defines the relationship between the first torque TY1 before switching in step S62 and the rotational speed N of the crank 12A.

When the control unit 32 determines in step S61 that the pitch angle DA is equal to or less than the first predetermined angle DX1, the process proceeds to step S65. In step S65, the control unit 32 determines whether or not the pitch angle DA is less than the second predetermined angle DX2. When the control unit 32 determines that the pitch angle DA is less than the second predetermined angle DX2, the process proceeds to step S66. In step S66, the control unit 32 reduces the first torque TY1, and proceeds to step S67. Specifically, the control unit 32 extracts the first torque TY1 indicated by the dashed-dotted line L33 in FIG. The control of the motor 22 is switched to the map that defines the relationship with the rotational speed N of the crank 12A.

In step S67, the control unit 32 determines whether or not the pitch angle DA is less than the second predetermined angle DX2. As long as the control unit 32 determines in step S67 that the pitch angle DA is less than the second predetermined angle DX2, it repeats the determination process in step S67. When the control unit 32 determines in step S67 that the pitch angle DA is greater than or equal to the second predetermined angle DX2, in step S64 the first torque TY1 is returned to the original value, and the process ends. Specifically, the control unit 32 switches to control of the motor 22 using a map that defines the relationship between the first torque TY1 before switching in step S66 and the rotational speed N of the crank 12A.

If there are a plurality of driving modes with different ratios of the motor output TM to the manpower driving force T and the control unit 32 increases the first torque TY1 in step S62, the control unit 32 increases the first torque TY1 to the manpower driving force T It is preferable to set the value of the maximum torque of the motor output TM in the driving mode in which the ratio of the motor output TM is the largest. If there are a plurality of driving modes with different ratios of the motor output TM to the manpower driving force T and the control unit 32 reduces the first torque TY1 in step S66, the control unit 32 reduces the first torque TY1 to the manpower driving force T It is preferable to set the value of the maximum torque of the motor output TM in the driving mode in which the ratio of the motor output TM is the smallest.

(Fifth embodiment)
A bicycle control device 30 according to a fifth embodiment will be described with reference to FIGS. 1 and 14 to 16. FIG. The bicycle control device 30 of the fifth embodiment is the same as the bicycle control device 30 of the first embodiment except that the motor 22 is driven according to the operation of the operation section 14 . For this reason, the same reference numerals as in the first embodiment are assigned to the configurations that are common to the first embodiment, and overlapping descriptions are omitted.

In this embodiment, by operating the operation unit 14 shown in FIG. 1, the control unit 32 is configured to be switchable between the running mode and the walk mode. The control section 32 controls the motor 22 according to the operation of the operation section 14 . Specifically, when the operation unit 14 is operated to drive the motor 22 in the walk mode, the control unit 32 starts driving the motor 22 when the human power driving force T is zero. When controlling the motor 22 according to the operation of the operation unit 14, the control unit 32 controls the output torque TA of the motor 22 to be equal to or less than the second torque TY2. When the control unit 32 controls the motor 22 according to the operation of the operation unit 14, the control unit 32 controls the vehicle speed V to be a predetermined vehicle speed V or less. The controller 32 changes the rate of increase of the output torque TA of the motor 22 according to the inclination angle D of the bicycle 10 . The controller 32 increases the rate of increase of the output torque TA of the motor 22 when the inclination angle D of the bicycle 10 on an uphill increases. The controller 32 reduces the rate of increase of the output torque TA of the motor 22 when the inclination angle D of the bicycle 10 on the downhill increases.

Motor control in the walk mode will be described with reference to FIGS. 14 to 16. FIG. Motor control is repeated at predetermined intervals while power is being supplied to the control unit 32 .

In step S71, the control unit 32 determines whether there is a request to start driving the motor 22 in the walk mode. Specifically, when the operation unit 14 is operated to drive the motor 22 in the walk mode and the human power driving force T is 0, the control unit 32 determines that there is a request to start driving the motor 22 in the walk mode. judge. If the controller 32 determines that there is no request to start driving the motor 22 in the walk mode, it ends the process.

When the controller 32 determines that there is a request to start driving the motor 22 in the walk mode, the controller 32 proceeds to step S72. In step S72, the control unit 32 determines whether or not the pitch angle DA is greater than the first predetermined angle DX1. When the control unit 32 determines that the pitch angle DA is greater than the first predetermined angle DX1, the process proceeds to step S73. In step S73, the control unit 32 sets the speed of increase of the output torque TA to the first speed of increase, and proceeds to step S77.

When the control unit 32 determines in step S72 that the pitch angle DA is equal to or less than the first predetermined angle DX1, the process proceeds to step S74. In step S74, the control unit 32 determines whether or not the pitch angle DA is less than the second predetermined angle DX2. When the control unit 32 determines that the pitch angle DA is less than the second predetermined angle DX2, the process proceeds to step S75. In step S75, the control unit 32 sets the speed of increase of the output torque TA to the second speed of increase, and proceeds to step S77.

When the control unit 32 determines in step S74 that the pitch angle DA is greater than or equal to the second predetermined angle DX2, the process proceeds to step S76. In step S76, the control unit 32 sets the speed of increase of the output torque TA to the third speed of increase, and proceeds to step S77. A dashed line L41 in FIG. 16 indicates the output torque TA when the first speed increase is set, a dashed line L42 indicates the output torque TA when the second speed increase is set, and a solid line L43 indicates the output torque TA when the second speed increase is set. The output torque TA when the third increasing speed is set is shown. The first rate of increase is higher than the third rate of increase. The second rate of increase is lower than the third rate of increase.

In step S77, the control unit 32 starts driving the motor 22 at the increased speed set in steps S73, S75, or S76, and proceeds to step S78. In step S78, the control unit 32 determines whether or not the output torque TA has become equal to or greater than the second torque TY2. The control unit 32 repeats the determination process of step S78 until the output torque TA reaches the second torque TY2. Through the process of step S78, the output torque TA increases to the second torque TY2 as indicated by the dashed line L41, the dashed line L42, or the solid line L43 in FIG.

When the control unit 32 determines that the output torque TA has become equal to or greater than the second torque TY2, the process proceeds to step S79. In step S79, the control unit 32 starts controlling the motor 22 according to the vehicle speed V, and proceeds to step S80. In step S80, the control unit 32 determines whether or not there is a request to end driving the motor 22 in the walk mode. The control unit 32 is controlled when the operation unit 14 is not operated to drive the motor 22 in the walk mode, when an operation to switch to the running mode is input to the operation unit 14, or when the human power driving force T is zero. , it is determined that there is a request to end driving the motor 22 in the walk mode. The control unit 32 repeats the processing of steps S79 and S80 until it determines that there is a request to end driving the motor 22 in the walk mode. If the controller 32 determines that there is a request to end driving the motor 22 in the walk mode, it stops driving the motor 22 in the walk mode in step S81 and ends the process.

(Sixth embodiment)
A bicycle control device 30 according to the sixth embodiment will be described with reference to FIG. The bicycle control device 30 of the sixth embodiment is the same as the bicycle control device 30 of the first embodiment, except that the response speeds R and Q are changed when the bicycle starts running. For this reason, the same reference numerals as in the first embodiment are assigned to the configurations that are common to the first embodiment, and overlapping descriptions are omitted.

In this embodiment, the control unit 32 shown in FIG. 1 causes the response speeds R and Q to differ between when the predetermined period PX has elapsed since the bicycle 10 started running and when the predetermined period PX has elapsed. In one example, the predetermined period PX is set to 3 seconds. The control unit 32 makes the response speed Q within the predetermined period PX after the bicycle 10 starts running higher than the response speed Q after the predetermined period PX has passed.

Referring to FIG. 17, motor control for changing response speeds R and Q when bicycle 10 starts running will be described. Motor control is repeated at predetermined intervals while power is being supplied to the control unit 32 .

In step S91, the control unit 32 determines whether or not the bicycle 10 has started running. When the control unit 32 determines that the bicycle 10 has not started running, the processing ends. For example, the control unit 32 determines that the bicycle 10 has started running when the vehicle speed V of the bicycle 10 changes from 0 to 0 or more, and otherwise determines that the bicycle 10 has not started running. judge. When the control unit 32 determines that the bicycle 10 has started traveling, the process proceeds to step S92. In step S92, the control unit 32 decreases the response speed R and increases the response speed Q, and proceeds to step S93. Specifically, the control unit 32 makes the response speed R smaller than the initial value RX of the response speed R preliminarily stored in the storage unit 34, Make the response speed Q larger than QX.

In step S93, the control unit 32 determines whether or not the predetermined period PX has passed. For example, if the period from when it is determined in step S91 that the bicycle 10 has started running is longer than or equal to the predetermined period PX, the control unit 32 determines that the predetermined period PX has passed. The control unit 32 repeats the determination process of step S93 until the predetermined period PX has passed. When determining that the predetermined period PX has passed, the control unit 32 proceeds to step S94. In step S94, the control unit 32 restores the response speed R and the response speed Q, and ends the process. Specifically, the control unit 32 restores the response speed R and the response speed Q to the initial values RX and QX stored in the storage unit 34 in advance.

(Seventh embodiment)
A bicycle control device 30 according to a seventh embodiment will be described with reference to FIGS. 1 and 18. FIG. The bicycle control device 30 of the seventh embodiment is the same as the bicycle control device 30 of the first embodiment, except that the response speeds R and Q are changed according to the vehicle speed V. FIG. For this reason, the same reference numerals as in the first embodiment are assigned to the configurations that are common to the first embodiment, and overlapping descriptions are omitted.

In this embodiment, the control unit 32 shown in FIG. 1 controls the response speeds R and Q when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1, and the response speeds R and Q when the vehicle speed V of the bicycle 10 exceeds the first speed V1. Response speeds R and Q are made different. It is preferable that the first speed V1 is set to a vehicle speed V at which it can be determined that the bicycle 10 has started running. In one example, the first speed V1 is preferably set within a range of 1 km/h to 10 km/h. In one example, the first speed V1 is set to 3 km/h. The control unit 32 makes the response speed Q when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1 higher than the response speed Q when the vehicle speed V of the bicycle 10 exceeds the first speed V1. The control unit 32 makes the response speed R when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1 lower than the response speed R when the vehicle speed V of the bicycle 10 exceeds the first speed V1.

Motor control for changing the first torque TY1 in accordance with the tilt angle D will be described with reference to FIG. Motor control is repeated at predetermined intervals while power is being supplied to the control unit 32 .

In step S95, the control unit 32 determines whether or not the vehicle speed V is equal to or lower than the first speed V1. When the control unit 32 determines that the vehicle speed V is higher than the first speed V1, the process ends. When the control unit 32 determines that the vehicle speed V is equal to or lower than the first speed V1, the control unit 32 proceeds to step S96. In step S96, the control unit 32 decreases the response speed R and increases the response speed Q, and proceeds to step S97. Specifically, the control unit 32 makes the response speed R smaller than the initial value RX of the response speed R preliminarily stored in the storage unit 34, Make the response speed Q larger than QX.

In step S97, the control unit 32 determines whether or not the vehicle speed V is equal to or lower than the first speed V1. The control unit 32 repeats the determination process of step S97 until the vehicle speed V becomes higher than the first speed V1. When the control unit 32 determines that the vehicle speed V has become higher than the first speed V1, in step S98, the response speed R and the response speed Q are restored, and the process ends. Specifically, the control unit 32 restores the response speed R and the response speed Q to the initial values RX and QX stored in the storage unit 34 in advance.

(Modification)
The descriptions of the above embodiments are examples of possible forms of the bicycle control device according to the present invention, and are not intended to limit the forms. A bicycle control device according to the present invention can take a form in which, for example, modifications of the above-described embodiments shown below and at least two mutually consistent modifications are combined.

- The motor control shown in FIG. 2 can be changed to the motor control shown in FIG. In the motor control of FIG. 19, the controller 32 calculates the human-powered driving force T in step S11, and proceeds to step S13 without judging the driving mode. In step S13, the control unit 32 calculates the correction driving force TX based on the first map, the inclination angle D, the rotational speed N of the crank 12A, and the human driving force T, and proceeds to step S14. In this variant, the bicycle control device 30 has only one riding mode and does not store the second map, only the first map.

- The motor control shown in FIG. 2 can be changed to the motor control shown in FIG. In the motor control of FIG. 20, the control unit 32 calculates the human-powered driving force T in step S11, and proceeds to step S17 without judging the driving mode. In step S17, the control unit 32 calculates the correction driving force TX based on the second map, the inclination angle D, the rotation speed N of the crank 12A, and the human driving force T, and proceeds to step S14. In this variant, the bicycle control device 30 has only one riding mode and does not store the first map, only the second map.

- The motor control shown in FIG. 2 can be changed to the motor control shown in FIG. The correction unit 48 may be configured to correct the motor output TM calculated based on the human-powered driving force T by the output calculation unit 50 instead of correcting the human-powered driving force T. In the motor control of FIG. 21, the controller 32 calculates the human power driving force T in step S21. Next, the control unit 32 calculates the motor output TM by multiplying the manpower driving force T by a predetermined value in step S22. Next, the control unit 32 determines whether or not the current running mode is the first mode in step S23. When the control unit 32 determines that the running mode is the first mode, the process proceeds to step S24. In step S24, the control unit 32 calculates the correction output TD based on the first map, the tilt angle D, the rotation speed N of the crank 12A, and the motor output TM, and proceeds to step S25. On the other hand, when the control unit 32 determines in step S23 that the current running mode is not the first mode, that is, when the current running mode is the second mode, the process proceeds to step S27. In step S27, the control unit 32 calculates the correction output TD based on the second map, the tilt angle D, the rotation speed N of the crank 12A, and the motor output TM, and proceeds to step S25.

The control unit 32 determines whether or not the human-powered driving force T has decreased in step S25. When the controller 32 determines in step S25 that the human-powered driving force T has decreased, it controls the motor 22 based on the corrected output TD in step S26, and executes the processes from step S21 again after a predetermined cycle.

When the controller 32 determines in step S25 that the human-powered driving force T has not decreased, in step S28 it determines whether the motor output TM is greater than the corrected output TD. When the control unit 32 determines in step S28 that the motor output TM is greater than the corrected output TD, it controls the motor 22 based on the motor output TM in step S29, and executes the processing from step S21 again after a predetermined cycle. .

On the other hand, when the control unit 32 determines in step S28 that the motor output TM is equal to or less than the corrected output TD, it controls the motor 22 based on the corrected output TD in step S26, and executes the processing from step S21 again after a predetermined cycle. .

- In 1st and 2nd embodiment, the control part 32 may be comprised so that the response speed R may be changed according to the inclination-angle D regardless of the rotational speed N of the crank 12A. Specifically, the control unit 32 can also set the time constant K using a first map and a second map that only include the relationship between the tilt angle D and the time constant K. FIG. That is, the control unit 32 sets the time constant K according to the inclination angle D regardless of the rotation speed N of the crank 12A.

- In the first and second embodiments, the control unit 32 sets the time constant K using the first map or the second map. Can also be set. In this case, the storage unit 34 stores an arithmetic expression (for example, the above expressions (1) and (2)) according to the running mode.

- In the first and second embodiments, the control unit 32 changes the response speed R stepwise according to the tilt angle D in the first mode and the second mode. The response speed R may be changed continuously. In this case, for example, the correction values C1, A2, and B used in the above equations (1) and (2) are calculated using functions that change according to the tilt angle D. FIG.

- In 1st Embodiment, when the human-powered driving force T increases in a downhill, you may make it the control part 32 decrease the response speed Q, so that the inclination-angle D in a downhill is large.

- In the second embodiment, the degree of increase in the human-powered driving force T can be set lower than the degree of increase in the human-powered driving force T when the response speed Q is set to the initial value QX. In this case, as the response speed Q becomes higher than the initial value QX, the increase degree of the correction driving force TX approaches the increase degree of the human driving force T. FIG. As the response speed Q becomes lower than the initial value QX, the degree of increase of the correction driving force TX with respect to the degree of increase of the manpower driving force T lags behind. In this modification, when the human-powered driving force T increases, the control unit 32 changes the time constant K instead of changing the response speed Q by multiplying or adding the correction value CX to the human-powered driving force T. Thus, the response speed Q can also be changed. Specifically, the initial value QX and the corresponding time constant K are set to values greater than zero. In this case, for example, the degree of increase in motor output TM during period X2 from time t30 to time t31 in FIG. will be close to the degree of increase in Also, the degree of increase in the motor output TM during the period X2 from time t40 to time t41 in FIG. close to degree.

- In the second embodiment, one of the first mode and the second mode may be omitted. For example, when omitting the second mode, the control unit 32 can omit steps S32, S38, S39, and S40 in the motor control of FIG. In this case, the control unit 32 proceeds to step S33 after executing the process of step S31. When omitting the first mode, the control unit 32 can omit steps S32, S33, S34, and S37 in the motor control of FIG. In this case, the control unit 32 proceeds to step S38 after executing the process of step S31.

- In 3rd Embodiment, it replaces with the determination process of step S44, and the control part 32 can also perform the determination process of whether the vehicle speed V is more than the 2nd speed V2. As an example, the second speed V2 is set to 15 km/h. The control unit 32 repeats the determination process of step S44 until the vehicle speed V becomes equal to or higher than the second speed V2. When the vehicle speed V becomes equal to or higher than the second speed V2, the control unit 32 proceeds to step S45.

- In 3rd Embodiment, it replaces with the determination process of step S50, and the control part 32 can also perform the determination process of whether the vehicle speed V is more than the 2nd speed V2. When the vehicle speed V becomes equal to or higher than the second speed V2, the control unit 32 proceeds to step S51.

・In the third embodiment, even if one of the response speed R and the response speed Q is not set to be different between when the predetermined period of time PX1 has elapsed since the bicycle 10 started running and when the predetermined period of time PX1 has elapsed. good. Specifically, in at least one of steps S43 and S47 of FIG. 10, the control unit 32 changes only one of the response speed R and the response speed Q, and does not change the other.

- In 3rd Embodiment, at least one of step S44 and step S50 may be abbreviate|omitted from the flowchart of FIG.10 and FIG.11. When omitting step S44, the control unit 32 ends the process after executing the process of step S43 or step S47. In this case, if the control unit 32 determines in step S46 that the pitch angle DA is greater than or equal to the second predetermined angle DX2, the process may proceed to step S45. When omitting step S50, the control unit 32 ends the process after executing the process of step S49 or step S53. In this case, if the control unit 32 determines in step S52 that the pitch angle DA is greater than or equal to the second predetermined angle DX2, the process may proceed to step S51.

In the third embodiment, the control unit 32 controls the response speeds R and Q when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1, and the response speeds when the vehicle speed V of the bicycle 10 exceeds the first speed V1. R and Q may not be different.

- In the third embodiment and its modification, steps S41 and S48 to S53 may be omitted from the flow charts of FIGS.

In the third embodiment, the control unit 32 controls the response speeds R and Q when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1, and the response speeds when the vehicle speed V of the bicycle 10 exceeds the first speed V1. When R and Q are made different, only one of the response speed R and the response speed Q may be changed so as to be made different. For example, in steps S43 and S47 of FIG. 10, only one of response speed R and response speed Q is changed, and in steps S49 and S53 of FIG. 11, only one of response speed R and response speed Q is changed.

- In the third embodiment and its modification, when the response speeds R and Q are changed according to the pitch angle DA of the bicycle 10, the control unit 32 changes only one of the response speed R and the response speed Q. can be changed to For example, in at least one of steps S43, S47, S49, and S53 in FIGS. 10 and 11, only one of response speed R and response speed Q is changed, and the other is not changed.

- In 3rd Embodiment and its modification, you may abbreviate|omit step S46 and S47 from the flowchart of FIG. In this case, when the control unit 32 determines in step S42 that the pitch angle DA is equal to or less than the first predetermined angle DX1, the process proceeds to step S44.

- In 3rd Embodiment and its modification, you may abbreviate|omit step S42 and S43 from the flowchart of FIG. In this case, when the control unit 32 determines in step S41 that the vehicle speed V is equal to or lower than the first speed V1, the process proceeds to step S46.

- In 3rd Embodiment and its modification, you may abbreviate|omit step S52 and S53 from the flowchart of FIG. In this case, when the control unit 32 determines in step S48 that the pitch angle DA is equal to or less than the first predetermined angle DX1, the process proceeds to step S50.

- In 3rd Embodiment and its modification, you may abbreviate|omit step S48 and S49 from the flowchart of FIG. In this case, when the control unit 32 determines in step S41 that the vehicle speed V is higher than the first speed V1, the process proceeds to step S52.

- In 3rd Embodiment and its modification, you may make it complete|finish a flowchart, when the process of step S47 of the flowchart of FIG. 10 is complete|finished. In the flowcharts of FIGS. 10 and 11, the flowchart may end when the process of step S53 is completed.

- In 4th Embodiment, you may abbreviate|omit step S65, S66, and S67 from the flowchart of FIG. In this case, if the control unit 32 determines in step S61 that the pitch angle DA is equal to or less than the first predetermined angle DX1, the process ends.

- In 4th Embodiment, you may abbreviate|omit step S61, S62, and S63 from the flowchart of FIG. In this case, the control unit 32 executes the process of step S65 when power is supplied to the control unit 32 .

- In 5th Embodiment, you may abbreviate|omit step S74 and S75 from the flowchart of FIG. In this case, when the control unit 32 determines in step S72 that the pitch angle DA is equal to or less than the first predetermined angle DX1, the process proceeds to step S76.

- In 5th Embodiment, you may abbreviate|omit step S72 and S73 from the flowchart of FIG. In this case, when the controller 32 determines that there is a request to start driving the motor 22 in the walk mode in step S71, the process proceeds to step S74.

- In the fifth embodiment and its modification, the second torque TY2 may be changed in accordance with the inclination angle D of the bicycle 10 . In one example, the control unit 32 increases the second torque TY2 when the inclination angle D of the bicycle 10 on an uphill increases. The control unit 32 reduces the second torque TY2 when the inclination angle D of the bicycle 10 on the downhill increases. For example, as shown in FIG. 22, the control unit 32 executes step S82 instead of step S73 of FIG. 14, executes step S83 instead of step S75 of FIG. The process of step S84 is executed instead of the process of S76. In step S82, the control unit 32 sets the speed of increase of the output torque TA to the first speed of increase, and sets the second torque TY2 to the first value TZ1. In step S83, the control unit 32 sets the speed of increase of the output torque TA to the second speed of increase, and sets the second torque TY2 to the second value TZ2. In step S84, the control unit 32 sets the speed of increase of the output torque TA to the third speed of increase, and sets the second torque TY2 to the third value TZ3. The first value TZ1 is greater than the third value TZ3. The second value TZ2 is less than the third value TZ3. Therefore, when the pitch angle DA is greater than the first predetermined angle DX1, the control unit 32 controls the pitch angle DA to be equal to or less than the second torque TY2, which is larger than when the pitch angle DA is equal to or greater than the second predetermined angle DX2 and equal to or less than the first predetermined angle DX1. The motor 22 is controlled so that When the pitch angle DA is less than the second predetermined angle DX2, the control unit 32 controls the motor so that the pitch angle DA is equal to or less than the second torque TY2, which is smaller than when the pitch angle DA is equal to or greater than the second predetermined angle DX2 and equal to or less than the first predetermined angle DX1. 22.

- In at least one process of steps S82, S83, and S84 of the modification shown in FIG. 22, the process of changing the increasing speed of the output torque TA can be omitted. In this case, regardless of the inclination angle D of the bicycle 10, the rate of increase of the output torque TA is constant.

- Steps S74 and S83 may be omitted from the flowchart of the modification shown in FIG. In this case, when the control unit 32 determines in step S72 that the pitch angle DA is equal to or less than the first predetermined angle DX1, the process proceeds to step S84.

- Steps S72 and S82 may be omitted from the flowchart of the modification shown in FIG. In this case, when the controller 32 determines that there is a request to start driving the motor 22 in the walk mode in step S71, the process proceeds to step S74.

- In the fifth embodiment, the controller 32 may change the speed at which the output torque TA of the motor 22 increases in accordance with the amount of change in the inclination angle D of the bicycle 10 . In one example, the controller 32 increases the speed of increase of the output torque TA of the motor 22 as the speed of increase of the inclination angle D of the bicycle 10 on an uphill increases. The controller 32 decreases the speed of increase of the output torque TA of the motor 22 when the speed of increase of the inclination angle D of the bicycle 10 on the downhill increases. For example, after setting the increasing speed of the output torque TA in steps S73, S75, or S76 of FIG. 14, the control unit 32 proceeds to step S85 shown in FIG. In step S85, the control unit 32 determines whether or not the pitch angle DA is greater than 0 and the rate of increase of the pitch angle DA has increased. When the control unit 32 determines that the pitch angle DA is greater than 0 and the rate of increase of the pitch angle DA has increased, the process proceeds to step S86. The control unit 32 increases the speed of increase of the output torque TA in step S86, and proceeds to step S78. If at least one of the determination that the pitch angle DA is 0 or less and the determination that the rate of increase of the pitch angle DA has not increased is made in step S85, the control unit 32 proceeds to step S87. In step S87, the control unit 32 determines whether the pitch angle DA is smaller than 0 and the rate of decrease of the pitch angle DA has increased. When the control unit 32 determines that the pitch angle DA is smaller than 0 and the speed of decrease of the pitch angle DA has increased, the process proceeds to step S88. In step S88, the control unit 32 reduces the speed of increase of the output torque TA, and proceeds to step S78. In step S78, the control unit 32 repeats the process from step S85 until the output torque TA becomes equal to or greater than the second torque TY2. When the control unit 32 determines in step S78 that the output torque TA has become equal to or greater than the second torque TY2, the process proceeds to step S79. If at least one of the determination that the pitch angle DA is 0 or more and the determination that the decrease speed of the pitch angle DA is not increasing is performed in step S87, the control unit 32 proceeds to step S78.

- Steps S87 and S88 may be omitted from the flowchart of the modification shown in FIG. In this case, when at least one of the determination that the pitch angle DA is 0 or less and the determination that the increasing speed of the pitch angle DA has not increased is performed in step S85, the control unit 32 proceeds to step S78.

- Steps S85 and S86 may be omitted from the flowchart of the modification shown in FIG. In this case, the control unit 32 proceeds to step S87 after the process of step S77.

- In 6th Embodiment, the control part 32 does not need to change the response speed R. FIG. Specifically, the control unit 32 changes the response speed Q and does not change the response speed R in the process of step S92 in FIG.

- In the sixth embodiment, the control unit 32 may change the response speeds R and Q from when power is supplied to the control unit 32 to when the bicycle 10 starts running. For example, in the flowchart of FIG. 17, step S91 and step S92 are interchanged. In this case, the control section 32 may perform the process of step S92 when the bicycle 10 stops. When the bicycle 10 starts running, the controller 32 proceeds to step S91. When the control unit 32 determines that the bicycle 10 has started running in step S91, the process proceeds to step S93.

- In 7th Embodiment, the control part 32 does not need to change the response speed R. FIG. Specifically, the control unit 32 changes the response speed Q and does not change the response speed R in the process of step S96 of FIG.

- In the seventh embodiment, the control unit 32 changes the response speeds R and Q from when power is supplied to the control unit 32 until the vehicle speed V becomes greater than 0 and equal to or lower than the first speed V1. good too. For example, in the flowchart of FIG. 18, step S95 and step S96 are interchanged. In this case, the control unit 32 may perform the processing of step S96 when the bicycle 10 stops. When the control unit 32 determines in step S95 that the vehicle speed V is equal to or lower than the first speed V1, the process proceeds to step S97.

- The control unit 32 may change the response speeds R and Q in accordance with the change in the inclination angle D of the bicycle 10 . The control unit 32 increases the response speed Q when the human driving force T increases as the speed of increase in the inclination angle D of the bicycle 10 on an uphill increases. The control unit 32 reduces the response speed R when the increasing speed of the inclination angle D of the bicycle 10 on an uphill slope increases. For example, the control unit 32 executes control shown in FIG. 24 . In step S101, the control unit 32 determines whether or not the pitch angle DA is greater than 0 and the rate of increase of the pitch angle DA has increased. When the control unit 32 determines that the pitch angle DA is greater than 0 and the rate of increase in the pitch angle DA has increased, the process proceeds to step S102. In step S102, the control unit 32 decreases the response speed R, increases the response speed Q, and terminates the process. If at least one of the determination that the pitch angle DA is 0 or less and the determination that the rate of increase of the pitch angle DA has not increased is made in step S101, the control unit 32 proceeds to step S103. In step S103, the control unit 32 determines whether the pitch angle DA is smaller than 0 and the rate of decrease of the pitch angle DA has increased. If the control unit 32 determines that the pitch angle DA is smaller than 0 and the rate of decrease of the pitch angle DA has increased, the process proceeds to step S104. In step S104, the control unit 32 increases the response speed R, decreases the response speed Q, and terminates the process. If at least one of the determination that the pitch angle DA is 0 or more and the determination that the decrease speed of the pitch angle DA has not increased is performed in step S103, the control unit 32 performs processing without changing the response speeds R and Q. exit. In this modification, the control unit 32 may restore the response speeds R and Q after a predetermined period of time after changing the response speeds R and Q in steps S102 and S104.

- Steps S103 and S104 may be omitted from the flowchart of the modification shown in FIG. In this case, the control unit 32 ends the process when at least one of the judgment that the pitch angle DA is 0 or less and the judgment that the increasing speed of the pitch angle DA is not large is made in step S101.

- Steps S101 and S102 may be omitted from the flowchart of the modification shown in FIG. In this case, the control unit 32 executes the process of step S103 when power is supplied to the control unit 32 .

The control unit 32 determines the response speed Q when the human driving force T rises when the inclination angle D of the bicycle 10 changes from the angle corresponding to the uphill to the third angle DX3 or more for the downhill within the first period. You can lower it. The control unit 32 may increase the response speed R when the inclination angle D of the bicycle 10 changes from an angle corresponding to an uphill to a third angle DX3 or more for a downhill within the first period. The first period is preferably set within a range of 1 second to 10 seconds. In one example, the first period of time is set to 3 seconds. The first period is preferably stored in the storage unit 34 in advance. The storage unit 34 is configured to be able to change the first period. For example, the first period stored in the storage unit 34 is changed by operating the operation unit 14 or by an external device. For example, the control unit 32 executes control shown in FIG. 25 . In step S105, the control unit 32 determines whether or not the pitch angle DA has changed from an angle larger than 0 to a third angle DX3 or less smaller than 0. When the control unit 32 determines that the pitch angle DA has changed from an angle larger than 0 to a third angle DX3 smaller than 0, the process proceeds to step S106. In step S106, the control unit 32 increases the response speed R, decreases the response speed Q, and terminates the process. If it is determined in step S105 that the pitch angle DA has not changed from an angle larger than 0 to a third angle DX3 smaller than 0, the control unit 32 continues processing without changing the response speeds R and Q. finish. In this modification, the control unit 32 may restore the response speeds R and Q after a predetermined period of time after changing the response speeds R and Q in step S106. In the flowchart of FIG. 25, the control unit 32 does not have to change the response speed R.

- The control part 32 can also acquire the inclination-angle D using GPS(Global Positioning System) and the map information containing altitude information. The control unit 32 is also equipped with an altitude detection sensor that detects air pressure and the like, and can accurately acquire the tilt angle D using the output of the altitude detection sensor in addition to GPS information. The tilt detection unit 36 may include a GPS receiver, a memory that stores map information, and an altitude detection sensor, and information on the tilt angle D by GPS is sent to the control unit 32 via, for example, a cycle computer or a smartphone. may be entered in The control unit 32 can also acquire the tilt angle D by the rider's input.

- The low-pass filter 52 can be changed to a moving average filter. In short, any configuration can be adopted as long as the configuration can change the response speed R of the motor 22 with respect to the change in the human-powered driving force T. FIG.

- The control part 32 can also calculate the inclination-angle D based on the manpower driving force T and the rotational speed N of the crank 12A. In this case, the control unit 32 calculates, for example, such that the pitch angle DA increases as the human driving force T increases and the rotational speed N of the crank 12A decreases. That is, the greater the human-powered driving force T and the lower the rotational speed N of the crank 12A, the greater the tilt angle D on the uphill. It is determined that the inclination angle D on the downhill is large. Further, in this modification, the inclination angle D can be calculated using the vehicle speed V of the bicycle 10 in addition to the human power driving force T and the rotational speed N of the crank 12A.

・The control unit 32 can also estimate the rotation speed N of the crank 12A using the vehicle speed V of the bicycle 10 . For example, the control unit 32 uses the tire diameter and the gear ratio of the bicycle 10 to estimate the rotation speed N of the crank 12A.

DESCRIPTION OF SYMBOLS 10... Bicycle, 14... Operation part, 22... Motor, 30... Bicycle control apparatus, 32... Control part, 36... Inclination detection part, 52... Low-pass filter.

Claims (16)

Including a control unit that controls a motor that assists the propulsion of the bicycle according to the human power driving force,
The control unit changes a response speed of the motor with respect to a change in the human-powered driving force according to an inclination angle of the bicycle, and when the human-powered driving force decreases, the inclination angle of the bicycle on a downhill decreases. Then, the bicycle control device reduces the response speed without changing the response speed when the human power driving force increases . 2. The bicycle control device according to claim 1, wherein the control unit increases the response speed when the inclination angle of the bicycle on an uphill decreases when the human-powered driving force decreases. Including a control unit that controls a motor that assists the propulsion of the bicycle according to the human power driving force,
The control unit changes a response speed of the motor with respect to a change in the human-powered driving force according to an inclination angle of the bicycle, and when the human-powered driving force decreases, the inclination angle of the bicycle on an uphill decreases. Then, the bicycle control device increases the response speed without changing the response speed when the human power driving force increases . The bicycle control according to any one of claims 1 to 3, wherein the control unit reduces the response speed when the inclination angle of the bicycle on an uphill decreases when the human-powered driving force increases. Device. Including a control unit that controls a motor that assists the propulsion of the bicycle according to the human power driving force,
The control unit changes a response speed of the motor with respect to a change in the human-powered driving force according to an inclination angle of the bicycle, and when the human-powered driving force increases, the inclination angle of the bicycle on an uphill decreases. Then, the bicycle control device reduces the response speed without changing the response speed when the human power driving force decreases . The bicycle control according to any one of claims 1 to 5, wherein when the human-powered driving force increases, the control unit increases the response speed when the inclination angle of the bicycle on a downhill decreases. Device. Including a control unit that controls a motor that assists the propulsion of the bicycle according to the human power driving force,
The control unit changes a response speed of the motor with respect to a change in the human-powered driving force according to an inclination angle of the bicycle, and when the human-powered driving force increases, the inclination angle of the bicycle on a downhill decreases. Then, the bicycle control device increases the response speed without changing the response speed when the human power driving force decreases . 8. The method of claim 1, wherein the degree of change in the output torque of the motor when the output torque of the motor increases is greater than the degree of change in the output torque of the motor when the output torque of the motor decreases. A bicycle control device according to any one of the preceding claims. Including a control unit that controls a motor that assists the propulsion of the bicycle according to the human power driving force,
The control unit changes a response speed of the motor with respect to a change in the human-powered driving force according to an inclination angle of the bicycle, and when the human-powered driving force decreases, the inclination angle of the bicycle on a downhill decreases. Then, the response speed is lowered,
A control device for a bicycle, wherein the degree of change in the output torque of the motor when the output torque of the motor increases is greater than the degree of change in the output torque of the motor when the output torque of the motor decreases. Including a control unit that controls a motor that assists the propulsion of the bicycle according to the human power driving force,
The control unit changes a response speed of the motor with respect to a change in the human-powered driving force according to an inclination angle of the bicycle, and when the human-powered driving force decreases, the inclination angle of the bicycle on an uphill decreases. Then, the response speed is increased,
A control device for a bicycle, wherein the degree of change in the output torque of the motor when the output torque of the motor increases is greater than the degree of change in the output torque of the motor when the output torque of the motor decreases. Including a control unit that controls a motor that assists the propulsion of the bicycle according to the human power driving force,
The control unit changes a response speed of the motor with respect to a change in the human-powered driving force according to an inclination angle of the bicycle, and when the human-powered driving force increases, the inclination angle of the bicycle on an uphill decreases. Then, the response speed is lowered,
A control device for a bicycle, wherein the degree of change in the output torque of the motor when the output torque of the motor increases is greater than the degree of change in the output torque of the motor when the output torque of the motor decreases. Including a control unit that controls a motor that assists the propulsion of the bicycle according to the human power driving force,
The control unit changes a response speed of the motor with respect to a change in the human-powered driving force according to an inclination angle of the bicycle, and when the human-powered driving force increases, the inclination angle of the bicycle on a downhill decreases. Then, the response speed is increased,
A control device for a bicycle, wherein the degree of change in the output torque of the motor when the output torque of the motor increases is greater than the degree of change in the output torque of the motor when the output torque of the motor decreases. When the manpower driving force increases, the output torque of the motor changes at the same degree of increase as the manpower driving force. 13. The bicycle control device according to any one of claims 1 to 12, wherein also changes in a gradual decreasing rate. The control unit changes the response speed in accordance with a change in the inclination angle of the bicycle, and the response speed in the case where the human-powered driving force increases when the inclination angle of the bicycle increases on an uphill slope decreases. 14. A bicycle control device according to any one of claims 1 to 13 , which reduces the Including a control unit that controls a motor that assists the propulsion of the bicycle according to the human power driving force,
The control unit changes the response speed of the motor with respect to changes in the human-powered driving force according to the inclination angle of the bicycle, changes the response speed according to changes in the inclination angle of the bicycle, when the speed of increase in the inclination angle of the bicycle decreases, the response speed when the human-powered driving force increases is decreased without changing the response speed when the human-powered driving force decreases. Device. When the inclination angle of the bicycle changes from an angle corresponding to an uphill slope to a third angle or more for a downhill slope within a first period, the control unit reduces the response speed when the human-powered driving force increases. A bicycle control device according to claim 14 or 15 .

Images