JP7475807B2 - Control device for human-powered vehicle and drive unit for human-powered vehicle - Google Patents

Description

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

For example, the control device for a human-powered vehicle disclosed in Patent Document 1 reduces the assist ratio according to certain conditions.

JP 2017-43322 A

An object of the present invention is to provide a control device for a human-powered vehicle and a drive unit for a human-powered vehicle that can suitably control a motor when the front wheels leave the ground .

A control device for a human-powered vehicle according to a first aspect of the present disclosure includes a control unit that controls a motor that assists in propulsion of a human-powered vehicle having a crank, and the control unit controls the motor in a second control state different from the first control state when an angle of a body of the human-powered vehicle is equal to or greater than a first angle when controlling the motor in a first control state, and controls the motor in a third control state different from the second control state when the angle is equal to or greater than a second angle larger than the first angle, and at least one of a ratio of the output of the motor to the human-powered driving force input to the crank and an upper limit value of the output of the motor is greater in the second control state than in the first control state and greater than in the third control state, or is smaller in the second control state than in the first control state and smaller than in the third control state.
At least one of the ratio of the motor output to the manual driving force input to the crank and the upper limit value of the motor output includes only the ratio of the motor output to the manual driving force input to the crank, only the upper limit value of the motor output, or both the ratio of the motor output to the manual driving force input to the crank and the upper limit value of the motor output.
According to the control device for a human-powered vehicle of the first aspect, as the inclination angle of the vehicle body increases, the control state of the motor can be changed in the order of the first control state, the second control state, and the third control state, so that the motor can be suitably controlled according to the riding condition.

In the control device for a human-powered vehicle of the second aspect in accordance with the first aspect of the present disclosure, in the second control state, at least one of the ratio and the upper limit value is greater than in the first control state and is greater than in the third control state.
According to the control device for a human-powered vehicle of the second aspect, when the angle of the vehicle body is greater than or equal to the first angle and less than the second angle, at least one of the ratio and the upper limit value can be made larger than when the angle of the vehicle body is less than the first angle and greater than or equal to the second angle.

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

A control device for a human-powered vehicle according to a fourth aspect of the present disclosure includes a control unit that controls a motor that assists in propulsion of a human-powered vehicle having a crank, the control unit controls the motor in a fourth control state when an angle of the body of the human-powered vehicle is greater than or equal to a third angle and the rotation angle of the crank is maintained within a predetermined range, and controls the motor in a fifth control state different from the fourth control state when the angle is greater than or equal to the third angle and the crank rotates beyond the predetermined range.
According to the control device for a human-powered vehicle of the fourth aspect, when the angle of the body of the human-powered vehicle is equal to or greater than the third angle, the control state of the motor can be changed according to the rotation angle of the crank, so that the motor can be suitably controlled according to the riding condition.

A control device for a human-powered vehicle according to a fifth aspect of the present disclosure includes a control unit that controls a motor that assists in propulsion of a human-powered vehicle having a crank, and the control unit controls the motor in a fourth control state when an angle of the body of the human-powered vehicle is equal to or greater than a third angle and the human-powered driving force input to the crank is less than a predetermined value, and controls the motor in a fifth control state different from the fourth control state when the angle is equal to or greater than the third angle and the human-powered driving force is equal to or greater than the predetermined value.
According to the control device for a human-powered vehicle of the fifth aspect, when the angle of the body of the human-powered vehicle is equal to or greater than the third angle, the control state of the motor can be changed according to the human-powered driving force input to the crank, so that the motor can be suitably controlled according to the riding condition.

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

A control device for a human-powered vehicle according to a seventh aspect of the present disclosure includes a control unit that controls a motor that assists in propulsion of a human-powered vehicle having a crank, and the control unit controls the motor in a fourth control state when an angle of the body of the human-powered vehicle is a third angle or more and a rider is moving the human-powered vehicle forward without rotating the crank, and controls the motor in a fifth control state different from the fourth control state when the angle is the third angle or more and a rider is moving the human-powered vehicle forward by rotating the crank.
According to the control device for a human-powered vehicle of the seventh aspect, when the angle of the vehicle body is the third angle or more, the control state of the motor can be changed according to the rotation state of the crank, so that the motor can be suitably controlled according to the riding state.

In a control device for a human-powered vehicle of an eighth aspect according to any one of the fourth to seventh aspects of the present disclosure, the control unit controls the motor so that at least one of the ratio of the output of the motor to the human-powered driving force input to a crank of the human-powered vehicle and an upper limit value of the output of the motor is different in the fifth control state from that in the fourth control state.
According to the control device for a human-powered vehicle of the eighth aspect, in the fourth control state and the fifth control state, at least one of the ratio and the upper limit value can be set to a value suitable for the respective control state.

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

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

A control device for a human-powered vehicle according to an eleventh aspect of the present disclosure includes a control unit that controls a motor that assists in the propulsion of the human-powered vehicle, and the control unit controls the motor in a sixth control state when an angle of the body of the human-powered vehicle is a fourth angle or more, and controls the motor in a seventh control state different from the sixth control state when the state in which the angle is greater than or equal to the fourth angle continues for a predetermined period of time or more.
According to the control device for a human-powered vehicle of the eleventh aspect, the control state of the motor can be changed according to the time that the angle remains at or above the fourth angle, so that the motor can be suitably controlled according to the riding state.

In the control device for a human-powered vehicle of the twelfth aspect in accordance with the eleventh aspect of the present disclosure, the control unit controls the motor so that at least one of the ratio of the output of the motor to the human-powered driving force input to a crank of the human-powered vehicle and the upper limit value of the output of the motor is different in the seventh control state from that in the sixth control state.
According to the control device for a human-powered vehicle of the twelfth aspect, in the sixth control state and the seventh control state, at least one of the ratio and the upper limit value can be set to a value suitable for the respective control state.

In the control device for a human-powered vehicle of a thirteenth aspect in accordance with the twelfth aspect of the present disclosure, at least one of the ratio and the upper limit value is smaller in the seventh control state than in the sixth control state.
According to the control device for a human-powered vehicle of the thirteenth aspect, when the state in which the angle is equal to or greater than the fourth angle continues for a predetermined time or more, at least one of the ratio and the upper limit value can be made smaller than when the state in which the angle is equal to or greater than the fourth angle continues for less than the predetermined time.

In the control device for a human-powered vehicle of a fourteenth aspect according to the twelfth or thirteenth aspect of the present disclosure, when the angle is less than a fourth angle, the control unit controls the motor in an eighth control state different from the sixth control state and the seventh control state.
According to the control device for a human-powered vehicle of the fourteenth aspect, when the angle is less than the fourth angle, the motor can be controlled differently from when the angle is equal to or greater than the fourth angle.

In the control device for a human-powered vehicle of the fifteenth aspect in accordance with the fourteenth aspect of the present disclosure, the control unit controls the motor so that at least one of the ratio and the upper limit value is different in the seventh control state from that in the sixth control state and that in the eighth control state.
According to the control device for a human-powered vehicle of the fifteenth aspect, at least one of the ratio and the upper limit value can be set to values appropriate for the case when the angle is equal to or greater than the fourth angle and the case when the angle is less than the fourth angle.

In the control device for a human-powered vehicle of a sixteenth aspect according to the fifteenth aspect of the present disclosure, at least one of the ratio and the upper limit value is smaller in the seventh control state than in the eighth control state.
According to the control device for a human-powered vehicle of the sixteenth aspect, when the angle remains equal to or greater than the fourth angle for a predetermined period of time or longer, at least one of the ratio and the upper limit value can be made smaller than when the angle is less than the fourth angle.

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

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

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

A control device for a human-powered vehicle according to a twentieth aspect of the present disclosure includes a control unit that controls a motor that assists in the propulsion of a human-powered vehicle having a handle portion and a crank, and the control unit controls the motor in accordance with the load of the handle portion and the human-powered driving force input to the crank.
According to the control device for a human-powered vehicle of the twentieth aspect, the motor can be suitably controlled according to the load on the handle portion and the human-powered driving force, so that the motor can be suitably controlled according to the riding condition.

In the control device for a human-powered vehicle of the 21st aspect according to the 20th aspect of the present disclosure, the control unit controls the motor in a 9th control state when the load on the handle portion is equal to or greater than a predetermined value, and controls the motor in a 10th control state different from the 9th control state when the load on the handle portion is less than the predetermined value.
According to the control device for a human-powered vehicle of the twenty-first aspect, when the load on the handle portion is equal to or greater than a predetermined value, the motor can be controlled differently from when the load on the handle portion is less than the predetermined value.

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

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

The control device for a human-powered vehicle and the drive unit for a human-powered vehicle disclosed herein can suitably control the motor when the front wheels leave the ground .

1 is a side view of a human-powered vehicle including a drive unit for a human-powered vehicle according to a first embodiment. FIG. 2 is a block diagram showing the electrical configuration of the drive unit for a human-powered vehicle according to the first embodiment. 3 is a flowchart of a process for controlling a motor in accordance with an angle of a vehicle body, which is executed by a control unit in FIG. 2 . 10 is a flowchart of a process for controlling a motor in accordance with an angle of a vehicle body and a rotation state of a crank, which is executed by a control unit of a second embodiment. 13 is a flowchart of a process for controlling a motor in accordance with an angle of a vehicle body and a manual driving force, which is executed by a control unit of a third embodiment. FIG. 13 is a block diagram showing the electrical configuration of a drive unit for a human-powered vehicle according to a fourth embodiment. 7 is a flowchart of a process for controlling a motor in accordance with an angle of a vehicle body and a load of a steering unit, which is executed by the control unit in FIG. 6 . 13 is a flowchart of a process for controlling a motor in accordance with the angle of the vehicle body and the rotation state of a crank by a rider, the process being executed by a control unit of a fifth embodiment. 13 is a flowchart of a process for controlling a motor in accordance with an angle of a vehicle body and time, which is executed by a control unit according to a sixth embodiment. FIG. 13 is a block diagram showing the electrical configuration of a drive unit for a human-powered vehicle according to a seventh embodiment. 11 is a flowchart of a process for controlling a motor in response to a load on a handle portion, which is executed by the control unit in FIG. 10 .

First Embodiment
A human-powered vehicle drive unit 50 including a human-powered vehicle control device 60 of the first embodiment will be described with reference to Figs. 1 to 3. The human-powered vehicle drive unit 50 is used in a human-powered vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven by at least a human-powered driving force H. The human-powered vehicle 10 is not limited in the number of wheels, and includes, for example, a one-wheeled vehicle and a vehicle having three or more wheels. The human-powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bikes. Bicycles include electric bicycles (E-bikes) in which driving force is provided by an electric motor. Electric bicycles include electrically assisted bicycles in which propulsion is assisted by an electric motor. In the following embodiments, the human-powered vehicle 10 will be described as a bicycle having two wheels.

The human-powered vehicle 10 includes a crank 12, driving wheels 14, and a vehicle body 16. The vehicle body 16 includes a frame 18 and a steering unit 20. A human-powered driving force H is input to the crank 12. The crank 12 includes a crankshaft 12A that can rotate with respect to the frame 18, and crank arms 12B that are provided at the axial ends of the crankshaft 12A. A pair of pedals 22 is individually connected to each crank arm 12B. The driving wheels 14 are driven by the rotation of the crank 12. The driving wheels 14 are supported by the frame 18. The crank 12 and the driving wheels 14 are connected by a driving mechanism 24. The driving mechanism 24 includes a first rotating body 26 that is connected to the crankshaft 12A. The crankshaft 12A and the first rotating body 26 may be connected to rotate together, or may be connected via a first one-way clutch. The first one-way clutch is configured to rotate the first rotating body 26 forward when the crank 12 rotates forward, and to prevent the first rotating body 26 from rotating backward when the crank 12 rotates backward. The first rotating body 26 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 24 further includes a second rotating body 28 and a connecting member 30. The connecting member 30 transmits the rotational force of the first rotating body 26 to the second rotating body 28. The connecting member 30 includes, for example, a chain, a belt, or a shaft.

The second rotating body 28 is connected to the driving wheel 14. The second rotating body 28 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 28 and the driving wheel 14. The second one-way clutch is configured to rotate the driving wheel 14 forward when the second rotating body 28 rotates forward, and to prevent the driving wheel 14 from rotating backward when the second rotating body 28 rotates backward. The human-powered vehicle 10 may include a transmission 42 used to change the rotational speed of the driving wheel 14 relative to the rotational speed of the crankshaft 12A. The transmission 42 includes at least one of a front derailleur, a rear derailleur, and an internal gearbox, for example. The transmission 42 may include only a front derailleur, only a rear derailleur, only an internal gearbox, or any combination of a front derailleur, a rear derailleur, and an internal gearbox. In this embodiment, at least one of the first rotating body 26 and the second rotating body 28 includes a plurality of sprockets. Only the first rotating body 26, only the second rotating body 28, or both the first rotating body 26 and the second rotating body 28 may include multiple sprockets. In this embodiment, the first rotating body 26 includes one sprocket, and the second rotating body 28 includes multiple sprockets. The derailleur includes a front derailleur when the first rotating body 26 includes multiple front sprockets, and includes a rear derailleur when the second rotating body 28 includes multiple front sprockets. When the transmission 42 includes an internal transmission, the internal transmission is provided, for example, in the hub of the drive wheel 14.

The human-powered vehicle 10 includes a front wheel and a rear wheel. The front wheel is attached to the frame 18 via a steering unit 20. The steering unit 20 includes a front fork 32 and a handle unit 34. The handle unit 34 includes a stem 36 and a handle bar 38. The handle bar 38 is connected to the front fork 32 via the stem 36. In the following embodiment, the rear wheel is described as the driving wheel 14, but the front wheel may be the driving wheel 14.

The human-powered vehicle 10 further includes a battery 40. The battery 40 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 40 is provided in the human-powered vehicle 10 and supplies power to other electrical components electrically connected to the battery 40, such as a human-powered vehicle control device 60. The battery 40 is connected to the human-powered vehicle control device 60 so as to be able to communicate with each other by wire or wirelessly. The battery 40 can communicate with the human-powered vehicle control device 60 by, for example, power line communication (PLC). The battery 40 may be attached to the outside of the frame 18, or at least a portion of it may be housed inside the frame 18.

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

The motor 52 includes an electric motor. The motor 52 is provided in the power transmission path of the human-powered driving force H from the pedal 22 to the rear wheel, or to transmit rotation to the front wheel. The motor 52 is provided in the frame 18, rear wheel, or front wheel of the human-powered vehicle 10. In this embodiment, the motor 52 is coupled to the power transmission path from the crankshaft 12A to the first rotor 26. It is preferable that a one-way clutch is provided in the power transmission path between the motor 52 and the crankshaft 12A so that the motor 52 is not rotated by the rotational force of the crank 12 when the crankshaft 12A is rotated in the direction in which the human-powered vehicle 10 moves forward. The housing in which the motor 52 and the drive circuit 54 are provided may be provided with a configuration other than the motor 52 and the drive circuit 54, and may be provided with, for example, a reducer that reduces the rotation of the motor 52 and outputs it.

The human-powered vehicle control device 60 includes a control unit 62. The control unit 62 includes a processor that executes a predetermined control program. The processor includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 62 may include one or more microcomputers. The control unit 62 may include multiple processors that are located at multiple locations. The human-powered vehicle control device 60 further includes a memory unit 64. The memory unit 64 stores various control programs and information used for various control processes. The memory unit 64 includes, for example, a non-volatile memory and a volatile memory. The control unit 62 and the memory unit 64 are provided, for example, in a housing in which the motor 52 is provided.

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

The crank rotation sensor 66 is used to detect the rotation speed N of the crank 12 of the human-powered vehicle 10. The crank rotation sensor 66 is attached to, for example, the frame 18 of the human-powered vehicle 10 or a housing in which the motor 52 is provided. The crank rotation sensor 66 includes a magnetic sensor that outputs a signal according to the strength of a magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided in the power transmission path between the crankshaft 12A or the crankshaft 12A and the first rotating body 26. The crank rotation sensor 66 is connected to the control unit 62 so as to be able to communicate with the control unit 62 by wire or wirelessly. The crank rotation sensor 66 outputs a signal according to the rotation speed N of the crank 12 to the control unit 62. The crank rotation sensor 66 may be provided on a member that rotates together with the crankshaft 12A in the power transmission path of the human-powered driving force H from the crankshaft 12A to the first rotating body 26. For example, the crank rotation sensor 66 may be provided on the first rotor 26 when no first one-way clutch is provided between the crankshaft 12A and the first rotor 26. The crank rotation sensor 66 may be used to detect the vehicle speed V of the human-powered vehicle 10. In this case, the control unit 62 calculates the rotation speed of the drive wheels 14 according to the rotation speed N of the crank 12 detected by the crank rotation sensor 66 and the gear ratio, and detects the vehicle speed V of the human-powered vehicle 10. Information regarding the gear ratio is pre-stored in the memory unit 64.

When the human-powered vehicle 10 is provided with a transmission for changing the gear ratio, the control unit 62 may calculate the gear ratio according to the vehicle speed V of the human-powered vehicle 10 and the rotation speed N of the crank 12. In this case, information on the circumference of the drive wheels 14, the diameter of the drive wheels 14, or the radius of the drive wheels 14 is pre-stored in the memory unit 64. The human-powered vehicle control device 60 may include a gear sensor. The gear sensor is provided, for example, in the transmission 42. The gear sensor detects the current gear stage of the transmission 42. The gear sensor is electrically connected to the control unit 62. The relationship between the gear stage and the gear ratio is pre-stored in the memory unit 64. The control unit 62 can detect the current gear ratio from the detection result of the gear sensor. The control unit 62 can calculate the rotation speed N of the crank 12 by dividing the rotation speed of the drive wheels 14 by the gear ratio. In this case, the vehicle speed sensor 68 and the gear shift sensor may be used as the crank rotation sensor 66. The gear shift sensor may be provided in the gear shift operation unit instead of the transmission 42, or may be provided in the gear shift wire.

The vehicle speed sensor 68 is used to detect the rotation speed of the wheels. The vehicle speed sensor 68 is electrically connected to the control unit 62 by wire or wirelessly. The vehicle speed sensor 68 is connected to the control unit 62 by wire or wirelessly so that they can communicate with each other. The vehicle speed sensor 68 outputs a signal corresponding to the rotation speed of the wheels to the control unit 62. The control unit 62 calculates the vehicle speed V of the human-powered vehicle 10 based on the rotation speed of the wheels. The control unit 62 stops the motor 52 when the vehicle speed V becomes equal to or greater than a predetermined value. The predetermined value is, for example, 25 km/h or 45 km/h. The vehicle speed sensor includes, for example, a magnetic reed constituting a reed switch, or a Hall element. The vehicle speed sensor 68 may be attached to the chain stay of the frame 18 and configured to detect a magnet attached to the rear wheel, or may be provided in the front fork 32 and configured to detect a magnet attached to the front wheel. In another example, the vehicle speed sensor 68 includes a GPS receiver. The control unit 62 may detect the vehicle speed V of the human-powered vehicle 10 based on the GPS information acquired by the GPS receiver, the map information pre-recorded in the storage unit 64, and time. The control unit 62 preferably includes a timer for measuring time.

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

The control unit 62 controls the motor 52 so that the assist force of the motor 52 is a predetermined ratio A relative to the human-powered driving force H. The control unit 62 may control the motor 52 so that the output torque TM of the assist force of the motor 52 is a predetermined ratio A relative to the torque TH of the human-powered driving force H of the human-powered vehicle 10. The control unit 62 controls the motor 52 in one control mode selected from a plurality of control modes having different ratios A of the output of the motor 52 to the human-powered driving force H. The torque ratio AT of the output torque TM of the motor 52 to the torque TH of the human-powered driving force H of the human-powered vehicle 10 may be referred to as the ratio A. The control unit 62 may control the motor 52 so that the power WM (watts) of the motor 52 is a predetermined ratio A relative to the power WH (watts) of the human-powered driving force H. The ratio AW of the power WM of the output of the motor 52 to the power WH of the human-powered driving force H of the human-powered vehicle 10 may be referred to as the ratio A. The power WH of the manual driving force H is calculated by multiplying the manual driving force H by the rotation speed N of the crank 12. When the output of the motor 52 is input to the power path of the manual driving force H via a reducer, the output of the reducer is the output of the motor 52. The control unit 62 outputs a control command to the drive circuit 54 of the motor 52 according to the power WH or torque TH of the manual driving force H. The control command includes, for example, a torque command value.

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

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

The control unit 62 controls the motor 52 that assists the propulsion of the human-powered vehicle 10 having the crank 12. When the control unit 62 controls the motor 52 in the first control state, if the angle D of the body 16 of the human-powered vehicle 10 is equal to or greater than the first angle D1, the control unit 62 controls the motor 52 in a second control state different from the first control state. When the angle D is equal to or greater than the second angle D2 that is greater than the first angle D1, the control unit 62 controls the motor 52 in a third control state different from the second control state. At least one of the ratio A of the output of the motor 52 to the human-powered driving force H input to the crank 12 and the upper limit value MX of the output of the motor 52 is greater in the second control state than in the first control state and greater than in the third control state, or is smaller in the second control state than in the first control state and smaller than in the third control state. Preferably, in the second control state, at least one of the ratio A and the upper limit value MX is greater than in the first control state and greater than in the third control state. In the third control state, the control unit 62 preferably stops driving the motor 52. The angle of the body 16 of the human-powered vehicle 10 is 0 (zero) degrees when the human-powered vehicle 10 is upright with the front and rear wheels on a horizontal surface. The first angle D1 is greater than 0 degrees. The first angle D1 is, for example, in the range of 20 degrees to 40 degrees. The second angle D2 is greater than 0 degrees and less than 90 degrees. The second angle D2 is, for example, in the range of 30 degrees to 50 degrees.

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

When the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 controls the motor 52 in a second control state if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the first pitch angle DP1 while controlling the motor 52 in a first control state, and controls the motor 52 in a third control state if the pitch angle DP is equal to or greater than the second pitch angle DP2 that is greater than the first pitch angle DP1.

When the angle D of the vehicle body 16 includes only the roll angle DR, the control unit 62 controls the motor 52 in a second control state when the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the first roll angle DR1 while controlling the motor 52 in a first control state, and controls the motor 52 in a third control state when the roll angle DR is equal to or greater than the second roll angle DR2, which is greater than the first roll angle DR1.

When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the second control state when the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the first pitch angle DP1, or when the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the first roll angle DR1, while controlling the motor 52 in the first control state. When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the third control state when the pitch angle DP is equal to or greater than the second pitch angle DP2, or when the roll angle DR is equal to or greater than the second roll angle DR2 that is greater than the first roll angle DR1, while controlling the motor 52 in the second control state.

When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the second control state when the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the first pitch angle DP1 and the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the first roll angle DR1 when controlling the motor 52 in the first control state. When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the third control state when the pitch angle DP is equal to or greater than the second pitch angle DP2 and the roll angle DR is equal to or greater than the second roll angle DR2 that is greater than the first roll angle DR1 when controlling the motor 52 in the second control state.

Cases where the pitch angle DP becomes large include a case where the front wheel is lifted off the ground without pedaling to overcome an obstacle, and a case where a wheelie is performed by pedaling the front wheel off the ground. When performing a wheelie, the pitch angle DP is likely to be larger than when the front wheel is lifted off the ground to overcome an obstacle. The first pitch angle DP1 is preferably set to a value suitable for determining the pitch angle DP when overcoming an obstacle. The second pitch angle DP2 is preferably set to a value suitable for determining whether a wheelie is being performed. In the second control state, the control unit 62 makes it easier to provide the human-powered vehicle 10 with an assist force from the motor 52 when overcoming an obstacle and to reduce the assist force when performing a wheelie by making at least one of the ratio A and the upper limit value MX larger than in the first control state and larger than in the third control state.

When the vehicle body 16 includes a roll angle DR, the control unit 62 makes at least one of the ratio A and the upper limit value MX larger in the second control state than in the first control state and larger than in the third control state, thereby making it easier to apply an assist force from the motor 52 to the human-powered vehicle 10 when the roll angle DR is relatively small, and easier to reduce the assist force when the roll angle DR is relatively large.

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

The detection unit 72 includes, for example, an inclination sensor. The inclination sensor detects the inclination angle of the vehicle body 16. The inclination sensor includes, for example, a gyro sensor. The gyro sensor preferably includes a three-axis gyro sensor. The gyro sensor is preferably configured to detect the yaw angle DY of the vehicle body 16, the roll angle DR of the vehicle body 16, and the pitch angle DP of the vehicle body 16. The three axes of the gyro sensor are preferably provided on the human-powered vehicle 10 so as to follow the front-rear, left-right, and up-down directions of the human-powered vehicle 10 when the human-powered vehicle 10 is placed upright on a horizontal surface with its front and rear wheels on the ground. The gyro sensor may include a one-axis gyro sensor or a two-axis gyro sensor. The detection unit 72 may include an acceleration sensor. The acceleration sensor detects at least one acceleration in the front-rear, left-right, and up-down directions of the human-powered vehicle 10 when the human-powered vehicle 10 is placed upright on a horizontal surface.

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

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

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

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

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

Second Embodiment
A human-powered vehicle control device 60 of the second embodiment will be described with reference to Figures 1, 2, and 4. The human-powered vehicle control device 60 of the second embodiment is similar to the human-powered vehicle control device 60 of the first embodiment except for the process for controlling the motor 52. Therefore, the same reference numerals as in the first embodiment are used for configurations common to the first embodiment, and duplicated explanations will be omitted.

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

The predetermined range of the crank 12 preferably includes, for example, an angle 90 degrees away from the angle at which the crank arm 12B of the crank 12 is at top and bottom dead center. The predetermined range is preferably within 30 degrees. The state in which the rotation angle CA of the crank 12 is maintained within the predetermined range may also include a case in which the rotation angle CA of the crank 12 falls outside the predetermined range in one or some of the multiple determinations.

When the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 controls the motor 52 in a fourth control state if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the third pitch angle DP3 and the rotation angle CA of the crank 12 is maintained within a predetermined range, and controls the motor 52 in a fifth control state if the pitch angle DP is equal to or greater than the third pitch angle DP3 and the crank 12 is rotating beyond the predetermined range.

When the angle D of the vehicle body 16 includes only the roll angle DR, the control unit 62 controls the motor 52 in a fourth control state if the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the third roll angle DR3 and the rotation angle CA of the crank 12 is maintained within a predetermined range, and controls the motor 52 in a fifth control state if the roll angle DR is equal to or greater than the third roll angle DR3 and the crank 12 is rotating beyond the predetermined range.

When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the fourth control state when the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the third pitch angle DP3 and the rotation angle CA of the crank 12 is maintained within a predetermined range, or when the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the third roll angle DR3 and the rotation angle CA of the crank 12 is maintained within a predetermined range. When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the fifth control state when the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the third pitch angle DP3 and the rotation angle CA of the crank 12 rotates beyond a predetermined range, or when the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the third roll angle DR3 and the rotation angle CA of the crank 12 rotates beyond a predetermined range.

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

The third pitch angle DP3 is preferably set to a value suitable for determining that the front wheels of the human-powered vehicle 10 are off the ground. In the fifth control state, the control unit 62 sets at least one of the ratio A and the upper limit value MX to be greater than in the first control state and greater than in the fourth control state, making it easier to provide the human-powered vehicle 10 with an assist force from the motor 52 when climbing over an obstacle and to reduce the assist force when performing a wheelie.

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

In step S21, the control unit 62 determines whether the angle D of the body 16 is equal to or greater than the third angle D3 and whether the rotation angle CA of the crank 12 is maintained within a predetermined range. If the angle D of the body 16 is equal to or greater than the third angle D3 and the rotation angle CA of the crank 12 is maintained within a predetermined range, the control unit 62 proceeds to step S22. In step S22, the control unit 62 controls the motor in the fourth control state and ends the process.

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

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

Third Embodiment
A human-powered vehicle control device 60 of the third embodiment will be described with reference to Figures 1, 2, and 5. The human-powered vehicle control device 60 of the third embodiment is similar to the human-powered vehicle control device 60 of the second embodiment except for the process for controlling the motor 52. Therefore, configurations common to the first and second embodiments are given the same reference numerals as the first and second embodiments, and duplicated explanations will be omitted.

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

When the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 controls the motor 52 in a fourth control state when the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the third pitch angle DP3 and the human-powered driving force H input to the crank 12 is less than a predetermined value HX, and controls the motor 52 in a fifth control state when the pitch angle DP is equal to or greater than the third pitch angle DP3 and the human-powered driving force H is equal to or greater than the predetermined value HX.

When the angle D of the vehicle body 16 includes only the roll angle DR, the control unit 62 controls the motor 52 in a fourth control state when the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the third roll angle DR3 and the human-powered driving force H input to the crank 12 is less than a predetermined value HX, and controls the motor 52 in a fifth control state when the roll angle DR is equal to or greater than the third roll angle DR3 and the human-powered driving force H is equal to or greater than the predetermined value HX.

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

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

It is preferable that the predetermined value HX is set to a value suitable for determining whether a wheelie is being performed. In the fifth control state, the control unit 62 sets at least one of the ratio A and the upper limit value MX to be greater than in the first control state and greater than in the fourth control state, making it easier to provide the human-powered vehicle 10 with an assist force from the motor 52 when climbing over an obstacle and to reduce the assist force when a wheelie is being performed.

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

In step S31, the control unit 62 determines whether the angle D of the body 16 of the human-powered vehicle 10 is equal to or greater than the third angle D3 and the human-powered driving force H is less than a predetermined value HX. If the angle D of the body 16 of the human-powered vehicle 10 is equal to or greater than the third angle D3 and the human-powered driving force H is less than a predetermined value HX, the control unit 62 proceeds to step S32. In step S32, the control unit 62 controls the motor 52 in the fourth control state and ends the process.

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

If the angle D is not equal to or greater than the third angle D3 in step S33, and if the manual driving force H is not equal to or greater than the predetermined value HX, the control unit 62 proceeds to step S35. In step S35, the control unit 62 controls the motor 52 in the first control state and ends the process.

Fourth Embodiment
A human-powered vehicle control device 60 of the fourth embodiment will be described with reference to Figures 1, 6, and 7. The human-powered vehicle control device 60 of the fourth embodiment is similar to the human-powered vehicle control device 60 of the second embodiment except for the process for controlling the motor 52. Therefore, configurations common to the first and second embodiments are given the same reference numerals as in the first and second embodiments, and duplicated descriptions will be omitted. The human-powered vehicle control device 60 of the fourth embodiment includes a first load detection unit 74 instead of the detection unit 72 in the human-powered vehicle control device 60 of the first embodiment.

The control unit 62 controls the motor 52 in a fourth control state when the angle D of the body 16 of the human-powered vehicle 10 is equal to or greater than the third angle D3, and the change DG in the load G of the steering unit 20 or the load G of the steering unit 20 is equal to or greater than a predetermined value GX. The control unit 62 controls the motor 52 in a fifth control state different from the fourth control state when the angle D is equal to or greater than the third angle D3, and the change DG in the load G of the steering unit 20 or the load G of the steering unit 20 is less than a predetermined value GX. The control unit 62 controls the motor 52 in a first control state when the angle D of the body 16 of the human-powered vehicle 10 is less than the third angle D3.

The human-powered vehicle 10 preferably includes a first load detection unit 74 for detecting the load G. The first load detection unit 74 is provided on the handle unit 34, the connection between the handle unit 34 and the front fork 32, or the connection between the front fork 32 and the frame 18. The first load detection unit 74 includes, for example, a load sensor. The load sensor includes a strain sensor and a strain gauge. The first load detection unit 74 is preferably configured to detect a tensile load when a passenger pulls the handle unit 34 of the human-powered vehicle 10 while riding on the human-powered vehicle 10. The first load detection unit 74 is preferably configured to detect, for example, a tensile load applied to the steering unit 20 in a predetermined direction in a range from the rear to the top of the human-powered vehicle 10 as viewed from the steering unit 20.

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

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

When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the fourth control state when the angle D of the vehicle body 16 is equal to or greater than the third pitch angle DP3 and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is equal to or greater than a predetermined value GX, or when the roll angle DR of the vehicle body 16 is equal to or greater than the third roll angle DR3 and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is equal to or greater than a predetermined value GX. When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the fifth control state when the pitch angle DP is equal to or greater than the third pitch angle DP3 and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is less than a predetermined value GX, or when the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the third roll angle DR3 and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is less than a predetermined value GX.

When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the fourth control state when the angle D of the vehicle body 16 is equal to or greater than the third pitch angle DP3, the roll angle DR of the vehicle body 16 is equal to or greater than the third roll angle DR3, and the change amount DG of the load G of the steering unit 20 or the load G of the steering unit 20 is equal to or greater than a predetermined value GX. When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the fifth control state when the pitch angle DP is equal to or greater than the third pitch angle DP3, the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is equal to or greater than the third roll angle DR3, and the change amount DG of the load G of the steering unit 20 or the load G of the steering unit 20 is less than a predetermined value GX.

When the steering unit 20 is lifted to overcome an obstacle, the load G and the change amount DG of the load G tend to be larger than when performing a wheelie. The predetermined value GX and the change amount DG of the load G are preferably set to values suitable for determining whether the vehicle is overtaking an obstacle. In the fifth control state, the control unit 62 sets at least one of the ratio A and the upper limit value MX to be larger than in the first control state and larger than in the fourth control state, thereby making it easier to apply an assist force from the motor 52 to the human-powered vehicle 10 when overtaking an obstacle and to reduce the assist force when performing a wheelie.

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

In step S41, the control unit 62 determines whether the angle D of the body 16 of the human-powered vehicle 10 is equal to or greater than the third angle D3, and whether the change DG in the load G of the steering unit 20 or the load G of the steering unit 20 is equal to or greater than a predetermined value GX. If the angle D of the body 16 of the human-powered vehicle 10 is equal to or greater than the third angle D3, and whether the change DG in the load G of the steering unit 20 or the load G of the steering unit 20 is equal to or greater than a predetermined value GX, the control unit 62 proceeds to step S42. In step S42, the control unit 62 controls the motor 52 in the fourth control state, and ends the process.

In step S41, if the angle D of the body 16 of the human-powered vehicle 10 is not equal to or greater than the third angle D3, and if the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is not equal to or greater than a predetermined value GX, the control unit 62 proceeds to step S43. In step S43, the control unit 62 determines whether the angle D is equal to or greater than the third angle D3 and whether the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is less than a predetermined value GX. If the angle D is equal to or greater than the third angle D3 and whether the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is less than a predetermined value GX, the control unit 62 proceeds to step S44, controls the motor 52 in the fifth control state, and ends the process.

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

Fifth Embodiment
A human-powered vehicle control device 60 of the fifth embodiment will be described with reference to Figures 1, 2, and 8. The human-powered vehicle control device 60 of the fifth embodiment is similar to the human-powered vehicle control device 60 of the second embodiment except for the process for controlling the motor 52. Therefore, configurations common to the first and second embodiments are given the same reference numerals as the first and second embodiments, and duplicated explanations will be omitted.

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

When the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 controls the motor 52 in the fourth control state if the pitch angle DP of the vehicle body 16 is equal to or greater than the third pitch angle DP3 and the rider is moving the human-powered vehicle 10 forward without rotating the crank 12, and controls the motor 52 in the fifth control state if the pitch angle DP is equal to or greater than the third pitch angle DP3 and the rider is moving the human-powered vehicle 10 forward by rotating the crank 12.

When the angle D of the vehicle body 16 includes only the roll angle DR, the control unit 62 controls the motor 52 in the fourth control state if the roll angle DR of the vehicle body 16 is equal to or greater than the third roll angle DR3 and the rider is moving the human-powered vehicle 10 forward without rotating the crank 12, and controls the motor 52 in the fifth control state if the roll angle DR is equal to or greater than the third roll angle DR3 and the rider is moving the human-powered vehicle 10 forward by rotating the crank 12.

When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the fourth control state when the pitch angle DP of the vehicle body 16 is equal to or greater than the third pitch angle DP3 and the rider is moving the human-powered vehicle 10 forward without rotating the crank 12, or when the roll angle DR of the vehicle body 16 is equal to or greater than the third roll angle DR3 and the rider is moving the human-powered vehicle 10 forward without rotating the crank 12. When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the fifth control state when the pitch angle DP is equal to or greater than the third pitch angle DP3, or when the roll angle DR is equal to or greater than the third roll angle DR3, and the rider is moving the human-powered vehicle 10 forward by rotating the crank 12.

When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the fourth control state when the pitch angle DP of the vehicle body 16 is equal to or greater than the third pitch angle DP3, the roll angle DR of the vehicle body 16 is equal to or greater than the third roll angle DR3, and the rider is moving the human-powered vehicle 10 forward without rotating the crank 12. When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the fifth control state when the pitch angle DP is equal to or greater than the third pitch angle DP3, the rider is moving the human-powered vehicle 10 forward by rotating the crank 12, the roll angle DR is equal to or greater than the third roll angle DR3, and the rider is moving the human-powered vehicle 10 forward by rotating the crank 12.

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

In step S51, the control unit 62 determines whether the angle D of the vehicle body 16 is equal to or greater than the third angle D3 and whether the rider is moving the human-powered vehicle 10 forward without rotating the crank 12. If the angle D of the vehicle body 16 is equal to or greater than the third angle D3 and the rider is moving the human-powered vehicle 10 forward without rotating the crank 12, the control unit 62 proceeds to step S52. In step S52, the control unit 62 controls the motor 52 in the fourth control state and ends the process.

In step S51, if the angle D of the vehicle body 16 is not equal to or greater than the third angle D3, and if the rider is not moving the human-powered vehicle 10 forward without rotating the crank 12, the control unit 62 proceeds to step S53. In step S53, the control unit 62 determines whether the angle D is equal to or greater than the third angle D3 and whether the rider is moving the human-powered vehicle 10 forward by rotating the crank 12. If the angle D is equal to or greater than the third angle D3 and the rider is moving the human-powered vehicle 10 forward by rotating the crank 12, the control unit 62 proceeds to step S54, controls the motor 52 in the fifth control state, and ends the process.

If, in step S53, the angle D is not equal to or greater than the third angle D3, and if the rider is not rotating the crank 12 to move the human-powered vehicle 10 forward, the control unit 62 proceeds to step S55. In step S55, the control unit 62 controls the motor 52 in the first control state and ends the process.

Sixth Embodiment
A human-powered vehicle control device 60 of the sixth embodiment will be described with reference to Figures 1, 2, and 9. The human-powered vehicle control device 60 of the sixth embodiment is similar to the human-powered vehicle control device 60 of the first embodiment except for the process for controlling the motor 52, so the same reference numerals as in the first embodiment are used for configurations common to the first embodiment, and duplicated explanations will be omitted.

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

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

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

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

When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the sixth control state when the pitch angle DP of the vehicle body 16 is equal to or greater than the fourth pitch angle DP4, or when the roll angle DR of the vehicle body 16 is equal to or greater than the fourth roll angle DR4. When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the seventh control state when the pitch angle DP is equal to or greater than the fourth pitch angle DP4 for a predetermined time TX or more, or when the roll angle DR is equal to or greater than the fourth roll angle DR4 for a predetermined time TX or more. When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the eighth control state when the pitch angle DP is less than the fourth pitch angle DP4 and the roll angle DR is less than the fourth roll angle DR4.

When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the sixth control state when the pitch angle DP of the vehicle body 16 is equal to or greater than the fourth pitch angle DP4 and the roll angle DR of the vehicle body 16 is equal to or greater than the fourth roll angle DR4. When the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the seventh control state when the state in which the pitch angle DP is equal to or greater than the fourth pitch angle DP4 continues for a predetermined time TX or more and when the state in which the roll angle DR is equal to or greater than the fourth roll angle DR4 continues for a predetermined time TX or more. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, and the conditions for controlling the motor 52 in the sixth control state include the pitch angle DP being equal to or greater than the fourth pitch angle DP4 and the roll angle DR being equal to or greater than the fourth roll angle DR4, the control unit 62 may control the motor 52 in the eighth control state when the pitch angle DP is less than the fourth pitch angle DP4 or the roll angle DR is less than the fourth roll angle DR4 while controlling the motor 52 in the sixth control state. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, and the conditions for controlling the motor 52 in the seventh control state include the pitch angle DP being equal to or greater than the fourth pitch angle DP4 and the roll angle DR being equal to or greater than the fourth roll angle DR4, the control unit 62 may control the motor 52 in the eighth control state when the pitch angle DP is less than the fourth pitch angle DP4 or the roll angle DR is less than the fourth roll angle DR4 while controlling the motor 52 in the seventh control state.

When a wheelie is performed, the pitch angle DP is more likely to remain large for a longer period of time than when the steering unit 20 is lifted to overcome an obstacle. The predetermined time TX is preferably set to a value suitable for determining whether a wheelie is being performed. The predetermined time TX is, for example, 2 seconds or less. In the fifth control state, the control unit 62 sets at least one of the ratio A and the upper limit value MX to be greater than in the first control state and greater than in the fourth control state, thereby making it easier to apply an assist force from the motor 52 to the human-powered vehicle 10 when overcoming an obstacle and easier to reduce the assist force when a wheelie is being performed.

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

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

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

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

Seventh Embodiment
A seventh embodiment of the human-powered vehicle control device 60 will be described with reference to Figures 1, 10, and 11. The seventh embodiment of the human-powered vehicle control device 60 is similar to the human-powered vehicle control device 60 of the first embodiment except for the process for controlling the motor 52, so the same reference numerals as in the first embodiment are used for configurations common to the first embodiment and duplicated descriptions will be omitted. The seventh embodiment of the human-powered vehicle control device 60 includes a second load detection unit 76 instead of the detection unit 72 in the human-powered vehicle control device 60 of the first embodiment.

The control unit 62 controls the motor 52 according to the load F of the handle unit 34 and the human-powered driving force H input to the crank 12. When the load F of the handle unit 34 is equal to or greater than a predetermined value FX, the control unit 62 controls the motor 52 in a ninth control state, and when the load F of the handle unit 34 is less than the predetermined value FX, the control unit 62 controls the motor 52 in a tenth control state different from the ninth control state. The load F of the handle unit 34 is preferably a load F in a predetermined direction of the handle unit 34. The predetermined direction preferably includes a direction in which the passenger pulls the handle unit 34 while riding on the human-powered vehicle 10. The predetermined direction is included in the range between the top and rear of the human-powered vehicle 10 as viewed from the handle unit 34 of the human-powered vehicle 10. The control unit 62 controls the motor 52 so that at least one of the ratio A of the output of the motor 52 to the human-powered driving force H input to the crank 12 of the human-powered vehicle 10 and the upper limit value MX of the output of the motor 52 is different in the tenth control state from that in the ninth control state. Preferably, at least one of the ratio A and the upper limit value MX is smaller in the tenth control state than in the ninth control state. It is preferable that the control unit 62 stops driving the motor 52 in the tenth control state.

The human-powered vehicle 10 preferably includes a second load detection unit 76 for detecting the load F. The second load detection unit 76 is provided on the handle unit 34 or on the connection between the handle unit 34 and the front fork 32. The second load detection unit 76 is configured similarly to the first load detection unit 74. The second load detection unit 76 detects the load F applied to the handle unit 34 in a predetermined direction.

The process of controlling the motor 52 in response to the load F of the handle portion 34 will be described with reference to FIG. 11. When power is supplied to the control portion 62, the control portion 62 starts the process and proceeds to step S71 of the flowchart shown in FIG. 11.

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

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

(Modification)
The explanations of the embodiments are examples of forms that the control device for a human-powered vehicle and the drive unit for a human-powered vehicle according to the present invention can take, and are not intended to limit the forms. The control device for a human-powered vehicle and the drive unit for a human-powered vehicle according to the present invention can take forms, for example, modified versions of the embodiments shown below, and combinations of at least two mutually compatible modified versions. In the following modified versions, parts that are common to the embodiments are given the same reference numerals as the embodiments, and descriptions thereof are omitted.

- The control unit 62 may control the motor 52 in a fourth control state when the angle D of the body 16 of the human-powered vehicle 10 is equal to or greater than the third angle D3 and the change XP in the load P of the pedal 22 or the load P of the pedal 22 is equal to or greater than a predetermined value PX, and may control the motor 52 in a fifth control state different from the fourth control state when the angle D is equal to or greater than the third angle D3 and the change XP in the load P of the pedal 22 or the load P of the pedal 22 is less than the predetermined value PX. The load P of the pedal 22 may be detected by the torque sensor 70 or by a load sensor provided on the pedal 22.

- The control unit 62 may control the motor 52 in a fourth control state when the angle D of the body 16 of the human-powered vehicle 10 is equal to or greater than the third angle D3 and the balance state of the pedals 22 is in a predetermined state, and may control the motor 52 in a fifth control state different from the fourth control state when the angle D is equal to or greater than the third angle D3 and the balance state of the pedals 22 is not in a predetermined state. The balance state of the pedals 22 is determined by at least one of the ratio and difference of the loads P of the left and right pedals 22. The predetermined state includes, for example, at least one of a state in which the ratio of the loads P of the left and right pedals 22 is close to 1 and a state in which the difference is equal to or less than a predetermined value.

- In each embodiment, among the crank rotation sensor 66, the vehicle speed sensor 68, and the torque sensor 70, sensors that are not necessary for the processing of the control unit 62 shown in the flowcharts of Figures 3 to 5, 7 to 9, or 11 may be omitted.

- In the first embodiment, the first angle D1 and the second angle D2 are stored in the memory unit 64, but the memory unit 64 may store at least one of the first angle D1 and the second angle D2 in a changeable manner. In this case, it is preferable that only the first angle D1, only the second angle D2, or both the first angle D1 and the second angle D2 are stored in the memory unit 64 in a changeable manner by an operation unit provided in the human-powered vehicle 10 or an external device. Examples of external devices include personal computers, tablet computers, and smartphones.

- In the second embodiment, the memory unit 64 may store at least one of the predetermined ranges for the third angle D3 and the rotation angle CA of the crank 12 in a changeable manner. In this case, it is preferable that only the third angle D3, only the predetermined range for the rotation angle CA of the crank 12, or both the third angle D3 and the predetermined range for the rotation angle CA of the crank 12 are stored in the memory unit 64 in a changeable manner by an operation unit provided on the human-powered vehicle 10 or an external device, etc.

- In the third embodiment, the memory unit 64 may store at least one of the third angle D3 and the predetermined value HX in a changeable manner. In this case, it is preferable that only the third angle D3, only the predetermined value HX, or both the third angle D3 and the predetermined value HX are stored in the memory unit 64 in a changeable manner by an operation unit provided in the human-powered vehicle 10 or an external device, etc.

- In the fourth embodiment, the memory unit 64 may store at least one of the third angle D3, the amount of change DG in the load G, and the predetermined value GX in a changeable manner. In this case, it is preferable that only the third angle D3, only the amount of change DG in the load G, only the predetermined value GX, or any combination of the third angle D3, the amount of change DG in the load G, and the predetermined value GX be stored in the memory unit 64 in a changeable manner by an operation unit provided on the human-powered vehicle 10 or an external device, etc.

- In the fifth embodiment, the memory unit 64 may store the third angle D3 in a changeable manner. In this case, it is preferable that the third angle D3 is stored in the memory unit 64 in a changeable manner by an operation unit provided in the human-powered vehicle 10 or an external device, etc.

- In the sixth embodiment, the memory unit 64 may store at least one of the fourth angle D4 and the predetermined time TX in a changeable manner. In this case, it is preferable that only the fourth angle D4, only the predetermined time TX, or both the fourth angle D4 and the predetermined time TX are stored in the memory unit 64 in a changeable manner by an operation unit provided in the human-powered vehicle 10 or an external device, etc.

- In the seventh embodiment, the memory unit 64 may store the predetermined value FX in a changeable manner. In this case, it is preferable that the predetermined value FX is stored in the memory unit 64 in a changeable manner by an operation unit provided in the human-powered vehicle 10 or an external device, etc.

10... human-powered vehicle, 12... crank, 16... vehicle body, 20... steering section, 34... handle section, 50... drive unit for human-powered vehicle, 52... motor, 60... control device for human-powered vehicle, 62... control section, 72... detection section.

Claims (4)

a control unit that controls a motor that assists in propulsion of a human-powered vehicle having a crank,
the control unit controls the motor in a second control state different from the first control state when an angle of a vehicle body of the human-powered vehicle is equal to or greater than a first angle while controlling the motor in a first control state, and controls the motor in a third control state different from the second control state when the angle is equal to or greater than a second angle that is greater than the first angle;
At least one of the ratio of the output of the motor to the manual driving force input to the crank and the upper limit value of the output of the motor is
In the second control state, the difference is larger than that in the first control state and larger than that in the third control state,
the vehicle body angle is a pitch angle, which is 0 degrees when the human-powered vehicle is in an upright position with its front and rear wheels in contact with a horizontal surface;
the first angle is in the range of 20 degrees to 40 degrees;
A control device for a human-powered vehicle, wherein the second angle is included in a range of 30 degrees to 50 degrees. The control device for a human-powered vehicle according to claim 1 , wherein the control unit stops driving the motor in the third control state. The control device for a human-powered vehicle according to claim 1 or 2 , further comprising a detection unit configured to detect an angle of the vehicle body. A control device for a human-powered vehicle according to any one of claims 1 to 3 ;
and a motor configured to assist in propulsion of the human-powered vehicle.