TW201803773A - Bicycle controller - Google Patents

Bicycle controller Download PDF

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Publication number
TW201803773A
TW201803773A TW106125602A TW106125602A TW201803773A TW 201803773 A TW201803773 A TW 201803773A TW 106125602 A TW106125602 A TW 106125602A TW 106125602 A TW106125602 A TW 106125602A TW 201803773 A TW201803773 A TW 201803773A
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Taiwan
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bicycle
control unit
speed
motor
response speed
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TW106125602A
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Chinese (zh)
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TWI732913B (en
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謝花聰
土澤康弘
松田浩史
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島野股份有限公司
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A bicycle controller controls a motor in accordance with the riding environment of a bicycle. The bicycle controller includes an electronic control unit that is configured to control a motor, which assists pedaling of a bicycle in accordance with a manual driving force. The electronic control unit is further configured to change a response speed of the motor with respect to a change in the manual driving force in accordance with an inclination angle of the bicycle.

Description

自行車用控制裝置Bicycle control device

本發明係關於一種自行車用控制裝置。The invention relates to a bicycle control device.

專利文獻1中揭示之自行車用控制裝置係根據曲柄之旋轉速度而變更當人力驅動力減少時馬達之輸出對人力驅動力之變化之響應速度。 [先前技術文獻] [專利文獻] [專利文獻1]日本專利第5575968號公報The bicycle control device disclosed in Patent Document 1 changes the response speed of the output of the motor to the change of the human driving force when the human driving force is reduced according to the rotation speed of the crank. [Prior Art Document] [Patent Document] [Patent Document 1] Japanese Patent No. 5575968

[發明所欲解決之問題] 期望一種即便於自行車之行駛環境變化之情形時亦可恰當地控制馬達之自行車用控制裝置。 本發明之目的在於提供一種可進行與自行車之行駛環境相應之馬達控制之自行車用控制裝置。 [解決問題之技術手段] 依本發明之第1態樣之自行車用控制裝置之一形態包含控制部，該控制部根據人力驅動力而控制輔助自行車之推進之馬達，且上述控制部係根據上述自行車之傾斜角度而變更上述馬達對上述人力驅動力之變化之響應速度。 自行車之傾斜角度反映路面之坡度。路面之坡度係自行車之行駛環境之一例。根據第1態樣自行車用控制裝置，馬達對人力驅動力之變化之響應速度係根據自行車之傾斜角度而變化。因此，可進行與自行車之行駛環境相應之馬達控制。 於依上述第1態樣之第2態樣之自行車用控制裝置中，上述控制部於上述人力驅動力下降時變更上述響應速度。 人力驅動力係於曲柄之旋轉角度處於上死點與下死點之中間角度時最大，且隨著曲柄之旋轉角度自中間角度朝向上死點或下死點而變小。根據第2態樣自行車用控制裝置，當人力驅動力下降時變更響應速度，因此於曲柄之旋轉角度自中間角度朝向上死點或下死點時，可進行與自行車之行駛環境相應之馬達控制。 於依上述第2態樣之第3態樣之自行車用控制裝置中，若上述自行車於上坡路上之傾斜角度增大，則上述控制部降低上述馬達之響應速度。 根據上述自行車用控制裝置，若自行車於上坡路上之傾斜角度增大，則馬達之響應速度降低，因此於曲柄之旋轉角度自中間角度朝向上死點或下死點時馬達之輸出不易下降。因此，可進行適於騎乘者之負荷較大之上坡路之自行車的推進輔助。 於依上述第2或第3態樣之第4態樣之自行車用控制裝置中，若上述自行車於下坡路上之傾斜角度增大，則上述控制部提高上述響應速度。 根據第4態樣自行車用控制裝置，若自行車於下坡路上之傾斜角度增大，則當人力驅動力下降時，馬達之輸出易於下降。因此，可進行適於騎乘者之負荷較小之下坡路之自行車推進輔助。 於依上述第1至第4態樣中任一者之第5態樣之自行車用控制裝置中，上述控制部於上述人力驅動力上升之情形時，變更上述響應速度。 根據第5態樣自行車用控制裝置，於人力驅動力上升時變更響應速度，因此於曲柄之旋轉角度自上死點或下死點朝向中間角度時，可進行與自行車之行駛環境相應之馬達控制。 於依上述第5態樣之第6態樣之自行車用控制裝置中，若上述自行車於上坡路上之傾斜角度增大，則上述控制部提高上述響應速度。 根據第6態樣自行車用控制裝置，若自行車於上坡路上之傾斜角度增大，則馬達之響應速度提高，因此於曲柄之旋轉角度自上死點或下死點朝向中間角度時馬達之輸出提前上升。因此，可進行適於騎乘者之負荷較大之上坡路之自行車推進輔助。 於依上述第5或第6態樣之第7態樣之自行車用控制裝置中，若上述自行車於下坡路上之傾斜角度增大，則上述控制部降低上述響應速度。 根據第7態樣自行車用控制裝置，若自行車於下坡路上之傾斜角度增大，則當人力驅動力上升時，馬達之輸出不易上升。因此，可進行適於騎乘者之負荷較小之下坡路之自行車推進輔助。 於依上述第1至第7態樣中任一者之第8態樣之自行車用控制裝置中，上述控制部係根據上述自行車之傾斜角度而使上述響應速度階段性地變化。 根據第8態樣自行車用控制裝置，與根據自行車之傾斜角度而使響應速度連續性地變化之情形相比，可簡化用以使響應速度變化之處理。 於依上述第1至第8態樣中任一者之第9態樣之自行車用控制裝置中，若上述自行車於上坡路上之傾斜角度成為第1角度以上，則上述控制部使上述響應速度為固定。 根據第9態樣自行車用控制裝置，若自行車於上坡路上之傾斜角度成為第1角度以上，則響應速度成為固定，因此可抑制根據自行車之傾斜角度而變更響應速度之處理之負荷過大。 於依上述第1至第9態樣中任一者之第10態樣之自行車用控制裝置中，若上述自行車於下坡路上之傾斜角度成為第2角度以上，則上述控制部使上述響應速度為固定。 根據第10態樣自行車用控制裝置，可抑制根據自行車之傾斜角度而變更響應速度之處理之負荷過大。 於依上述第1至第10態樣中任一者之第11態樣之自行車用控制裝置中，上述控制部使上述自行車之車速為第1速度以下之情形時的上述響應速度與上述自行車之車速超過上述第1速度之情形時的上述響應速度不同。 根據第11態樣自行車用控制裝置，於車速為第1速度以下之情形時及超過第1速度之情形時，可分別進行與車速相適之自行車推進輔助。 於依上述第1至第11態樣中任一者之第12態樣之自行車用控制裝置中，上述控制部係根據上述自行車之傾斜角度之變化而使上述響應速度變化。 根據第12態樣自行車用控制裝置，可進行適於傾斜角度變化之行駛道路之自行車推進輔助。 於依上述第12態樣之第13態樣之自行車用控制裝置中，若上述自行車於上坡路上之傾斜角度之增加速度變大，則上述控制部提高人力驅動力上升之情形時之上述響應速度。 根據第13態樣自行車用控制裝置，於傾斜角度逐漸增大之上坡路上，可進行與騎乘者之踩踏狀態相應之馬達輸出控制。 於依上述第12或第13態樣之第14態樣之自行車用控制裝置中，若於第1期間內上述自行車之傾斜角度自與上坡路對應之角度變化為下坡路上之第3角度以上，則上述控制部降低人力驅動力上升之情形時之上述響應速度。 根據第14態樣自行車用控制裝置，於行駛道路自上坡路變化為第3角度以上之下坡路之情形時，可進行適於路面之自行車推進輔助。 於依上述第1至第14態樣中任一者之第15態樣之自行車用控制裝置中，上述控制部係根據上述自行車之曲柄之旋轉速度而變更上述響應速度。 根據第15態樣自行車用控制裝置，可進行與騎乘者之踩踏狀態相應之馬達輸出控制。 於依上述第15態樣之第16態樣之自行車用控制裝置中，上述控制部可於若上述曲柄之旋轉速度提高則上述響應速度降低之第1模式下控制上述馬達。 根據第16態樣自行車用控制裝置，於第1模式下，當以曲柄之旋轉速度較低之狀態行駛時，人力驅動力下降時馬達之輸出亦易於下降。因此，騎乘者易於控制自行車。又，可抑制自行車出發時之打滑。藉由於第1模式下控制馬達，可使自行車尤其易於在路面崎嶇不平之越野道路上行駛。 於依上述第16態樣之第17態樣之自行車用控制裝置中，於上述第1模式下，若上述曲柄之旋轉速度成為第1速度以上，則上述控制部使上述響應速度為固定。 根據第17態樣自行車用控制裝置，於第1模式下，若曲柄之旋轉速度成為第1速度以上，則響應速度成為固定，因此可抑制根據曲柄之旋轉速度而變更響應速度之處理之負荷過大。 於依上述第15態樣之第18態樣之自行車用控制裝置中，上述控制部可於若上述曲柄之旋轉速度提高則上述響應速度提高之第2模式下控制上述馬達。 根據第18態樣自行車用控制裝置，於第2模式下，當以曲柄之旋轉速度較低之狀態行駛時，人力驅動力下降時馬達之輸出不易下降。因此，可抑制馬達提供之輔助中斷。藉由於第2模式下控制馬達，可使自行車尤其易於在路面平坦之公路上行駛。 於依上述第18態樣之第19態樣之自行車用控制裝置中，於上述第2模式下，若上述曲柄之旋轉速度成為第2速度以上，則上述控制部使上述響應速度為固定。 根據第19態樣自行車用控制裝置，於第2模式下，若曲柄之旋轉速度成為第2速度以上，則響應速度成為固定，因此可抑制根據曲柄之旋轉速度而變更響應速度之處理之負荷過大。 於依上述第16或第17態樣之第20態樣之自行車用控制裝置中，上述控制部可於若上述曲柄之旋轉速度提高則上述響應速度提高之第2模式下控制上述馬達。 根據第20態樣自行車用控制裝置，當以曲柄之旋轉速度較低之狀態行駛時，人力驅動力下降時馬達之輸出不易下降。因此，可抑制馬達提供之輔助中斷。藉由於第2模式下控制馬達，可使自行車尤其易於在公路上行駛。 於依上述第20態樣之第21態樣之自行車用控制裝置中，於上述第2模式下，若上述曲柄之旋轉速度成為第2速度以上，則上述控制部使上述響應速度為固定。 根據第21態樣自行車用控制裝置，於第2模式下，若曲柄之旋轉速度成為第2速度以上，則響應速度成為固定，因此可抑制根據曲柄之旋轉速度而變更響應速度之處理之負荷過大。 於依上述第20或第21態樣之第22態樣之自行車用控制裝置中，上述控制部可根據能與上述控制部進行通信之操作部之操作而切換上述第1模式及上述第2模式。 根據第22態樣自行車用控制裝置，可按照騎乘者之意願切換第1模式及第2模式。 於依上述第1至第22態樣中任一者之第23態樣之自行車用控制裝置中，上述控制部係使用低通濾波器而變更上述響應速度。 根據第23態樣自行車用控制裝置，使用低通濾波器而變更響應速度，因此藉由簡單之處理便可變更響應速度。 依本發明之第24態樣之自行車用控制裝置之一形態包含控制部，該控制部根據設置於上述自行車上之操作部之操作而控制輔助自行車之推進之馬達，且上述控制部係根據上述自行車之傾斜角度及上述自行車之上述傾斜角度之變化量中之至少一者而變更上述馬達之輸出轉矩之增加速度。 根據第24態樣自行車用控制裝置，於根據操作部之操作而控制馬達之情形時，可按馬達之輸出轉矩以與自行車之傾斜角度及自行車之傾斜角度之變化量中之至少一者相適之速度增加之方式控制馬達。 於依上述第24態樣之第25態樣之自行車用控制裝置中，若上述自行車於上坡路上之傾斜角度增大，則上述控制部提高上述馬達之輸出轉矩之增加速度。 根據第25態樣自行車用控制裝置，在自行車於上坡路上之傾斜角度增大之情形時，可使馬達之輸出轉矩提前增加。 於依上述第24或第25態樣之第26態樣之自行車用控制裝置中，若上述自行車於下坡路上之傾斜角度增大，則上述控制部降低上述馬達之輸出轉矩之增加速度。 根據第26態樣自行車用控制裝置，在自行車於下坡路上之傾斜角度增大之情形時，可抑制馬達之輸出轉矩之上升。 於依上述第24至第26態樣中任一者之第27態樣之自行車用控制裝置中，若上述自行車於上坡路上之傾斜角度之增加速度變大，則上述控制部提高上述馬達之輸出轉矩之增加速度。 根據第27態樣自行車用控制裝置，於在坡度逐漸增大之上坡路行駛道路上行駛之情形時，可使馬達之輸出轉矩提前增加。 於依上述第24至第27態樣中任一者之第28態樣之自行車用控制裝置中，若上述自行車於下坡路上之傾斜角度之增加速度變大，則上述控制部降低上述馬達之輸出轉矩之增加速度。 根據第28態樣自行車用控制裝置，於在下坡路之坡度逐漸增大之行駛道路上行駛之情形時，可抑制馬達之輸出轉矩之上升。 依本發明之第29態樣之自行車用控制裝置之一形態包含控制部，該控制部控制輔助自行車之推進之馬達，且上述控制部係以上述馬達之輸出轉矩成為特定轉矩以下之方式進行控制，上述特定轉矩係根據上述自行車之傾斜角度而變更。 根據第29態樣自行車用控制裝置，可按成為適於傾斜角度之輸出轉矩之方式控制馬達。 於依上述第29態樣之第30態樣之自行車用控制裝置中，上述特定轉矩包含第1轉矩，上述控制部構成為可根據人力驅動力而控制上述馬達，且於根據上述人力驅動力而控制上述馬達之情形時，係以上述馬達之輸出轉矩成為上述第1轉矩以下之方式進行控制，上述第1轉矩係根據上述自行車之傾斜角度而變更。 根據第30態樣自行車用控制裝置，可按成為適於傾斜角度之第1轉矩以下之方式控制馬達。 於依上述第30態樣之第31態樣之自行車用控制裝置中，若上述自行車於上坡路上之傾斜角度增大，則上述控制部加大上述第1轉矩。 根據第31態樣自行車用控制裝置，若自行車於上坡路上之傾斜角度增大，則可加大馬達之輸出轉矩。 於依上述第29至第31態樣中任一者之第32態樣之自行車用控制裝置中，上述特定轉矩包含第2轉矩，上述控制部構成為可根據設置於上述自行車上之操作部之操作而控制上述馬達，且於根據上述操作部之操作而控制上述馬達之情形時，係以上述馬達之輸出轉矩成為上述第2轉矩以下之方式進行控制，上述第2轉矩係根據上述自行車之傾斜角度而變更。 根據第32態樣自行車用控制裝置，於根據操作部之操作而進行馬達控制之情形時，可按成為適於傾斜角度之第2轉矩以下之方式控制馬達。 於依上述第32態樣之第33態樣之自行車用控制裝置中，若上述自行車於上坡路上之傾斜角度增大，則上述控制部加大上述第2轉矩。 根據第33態樣自行車用控制裝置，若自行車於上坡路上之傾斜角度增大，則可加大馬達之輸出轉矩。 於依上述第1至第33態樣中任一者之第34態樣之自行車用控制裝置中，進而包含檢測自行車之傾斜角度之傾斜檢測部。 根據第34態樣自行車用控制裝置，可藉由傾斜檢測部而檢測自行車之傾斜角度。 於依上述第1至第23、第30、及第31態樣中任一者之第35態樣之自行車用控制裝置中，上述控制部係基於上述人力驅動力及上述自行車之曲柄之旋轉速度而運算上述傾斜角度。 根據第35態樣自行車用控制裝置，控制部係基於人力驅動力及曲柄之旋轉速度而運算傾斜角度，因此無需於檢測人力驅動力之感測器及檢測曲柄之旋轉速度之感測器以外，另行具備用以檢測傾斜角度之感測器。 依本發明之第36態樣之自行車用控制裝置之一形態包含控制部，該控制部根據人力驅動力而控制輔助自行車之推進之馬達，且上述控制部使上述馬達對上述人力驅動力之變化之響應速度於上述自行車之車速為第1速度以下的情形時與上述自行車之車速超過上述第1速度之情形時不同。 根據第36態樣自行車用控制裝置，可於自行車之車速為第1速度以下之情形時與自行車之車速超過第1速度之情形時，分別以較佳之響應速度控制馬達。 依上述第36態樣而完成之第37態樣之上述控制部使上述自行車之車速為上述第1速度以下之情形時的上述響應速度高於上述自行車之車速超過上述第1速度之情形時的上述響應速度。 根據第37態樣自行車用控制裝置，於自行車之車速為第1速度以下之情形時，當增加馬達之輸出時可使馬達之輸出提前增大。 依本發明之第38態樣之自行車用控制裝置之一形態包含控制部，該控制部根據人力驅動力而控制輔助自行車之推進之馬達，且上述控制部使上述馬達對輸入至上述自行車之人力驅動力之變化之響應速度於自上述自行車開始行駛起特定期間以內之情形時與經過上述特定期間後之情形時不同。 根據第38態樣自行車用控制裝置，可於自行車開始行駛起特定期間以內之情形時與經過特定期間後之情形時，分別以較佳之響應速度控制馬達。 於依上述第38態樣之第39態樣之自行車用控制裝置中，上述控制部使上述自行車開始行駛起上述特定期間以內之情形時之上述響應速度高於經過上述特定期間後之情形時之上述響應速度。 根據第39態樣自行車用控制裝置，於自行車開始行駛起特定期間以內之情形時，當增加馬達之輸出時可使馬達之輸出提前增大。 [發明之效果] 本發明之自行車用控制裝置可進行與自行車之行駛環境相應之馬達控制。[Problems to be Solved by the Invention] A bicycle control device capable of appropriately controlling a motor even when the running environment of a bicycle changes is desired. An object of the present invention is to provide a bicycle control device that can perform motor control according to the traveling environment of the bicycle. [Technical means to solve the problem] One form of the bicycle control device according to the first aspect of the present invention includes a control section that controls a motor that assists the propulsion of the bicycle based on a human driving force, and the control section is based on The inclination angle of the bicycle changes the response speed of the motor to the change in the human driving force. The tilt angle of a bicycle reflects the slope of the road. The slope of the road is an example of the driving environment of a bicycle. According to the first aspect of the bicycle control device, the response speed of the motor to changes in the driving force of the human body is changed according to the inclination angle of the bicycle. Therefore, motor control can be performed according to the traveling environment of the bicycle. In the bicycle control device according to the first aspect and the second aspect, the control unit changes the response speed when the human driving force decreases. The human driving force is maximum when the rotation angle of the crank is at the middle angle between the top dead center and the bottom dead center, and becomes smaller as the rotation angle of the crank moves from the middle angle toward the top dead center or the bottom dead center. According to the second aspect of the bicycle control device, the response speed is changed when the driving force of the human power is reduced. Therefore, when the rotation angle of the crank is shifted from the middle angle to the top dead center or the bottom dead center, the motor control corresponding to the driving environment of the bicycle can be performed. . In the bicycle control device according to the second aspect and the third aspect, if the inclination angle of the bicycle on an uphill road increases, the control unit reduces the response speed of the motor. According to the above-mentioned bicycle control device, if the inclination angle of the bicycle on an uphill road is increased, the response speed of the motor is reduced, so that the output of the motor is not easily reduced when the rotation angle of the crank is moved from the middle angle to the top dead center or the bottom dead center. Therefore, it is possible to perform propulsion assistance for a bicycle suitable for an uphill road with a large load on the rider. In the fourth aspect of the bicycle control device according to the second or third aspect, if the inclination angle of the bicycle on a downhill road increases, the control unit increases the response speed. According to the fourth aspect of the bicycle control device, if the inclination angle of the bicycle on a downhill road is increased, the output of the motor tends to decrease when the human driving force decreases. Therefore, a bicycle propulsion assist suitable for a downhill road where the load of the rider is small can be performed. In the fifth aspect of the bicycle control device according to any one of the first to fourth aspects, the control unit changes the response speed when the human driving force increases. According to the fifth aspect of the bicycle control device, the response speed is changed when the human driving force is increased. Therefore, when the rotation angle of the crank is from the top dead center or the bottom dead center to a middle angle, the motor control corresponding to the driving environment of the bicycle can be performed. . In the bicycle control device according to the fifth aspect and the sixth aspect, if the inclination angle of the bicycle on an uphill road increases, the control unit increases the response speed. According to the sixth aspect of the bicycle control device, if the inclination angle of the bicycle on an uphill road is increased, the response speed of the motor is increased, so when the crank rotation angle is from the top dead center or the bottom dead center to the middle angle, the motor output is advanced rise. Therefore, it is possible to perform bicycle propulsion assistance suitable for a rider with a large load on an uphill road. In the bicycle control device according to the seventh aspect of the fifth or sixth aspect, if the inclination angle of the bicycle on a downhill road increases, the control unit reduces the response speed. According to the seventh aspect of the bicycle control device, if the inclination angle of the bicycle on a downhill road is increased, when the human driving force is increased, the output of the motor is not easily increased. Therefore, a bicycle propulsion assist suitable for a downhill road where the load of the rider is small can be performed. In the eighth aspect of the bicycle control device according to any one of the first to seventh aspects, the control unit changes the response speed in stages according to the inclination angle of the bicycle. According to the eighth aspect of the bicycle control device, the processing for changing the response speed can be simplified compared to a case where the response speed is continuously changed according to the inclination angle of the bicycle. In the ninth aspect of the bicycle control device according to any one of the first to eighth aspects, if the inclination angle of the bicycle on an uphill road is equal to or greater than the first angle, the control unit sets the response speed to fixed. According to the ninth aspect of the bicycle control device, if the inclination angle of the bicycle on the uphill road is equal to or greater than the first angle, the response speed is fixed, so that it is possible to suppress an excessive load of processing for changing the response speed according to the inclination angle of the bicycle. In the tenth aspect of the bicycle control device according to any one of the first to ninth aspects, if the inclination angle of the bicycle on the downhill road is equal to or greater than the second angle, the control unit sets the response speed to fixed. According to the tenth aspect of the bicycle control device, it is possible to suppress an excessive load of processing for changing the response speed according to the inclination angle of the bicycle. In the eleventh aspect of the bicycle control device according to any one of the first to tenth aspects, the control unit sets the response speed when the speed of the bicycle is equal to or lower than the first speed and the speed of the bicycle. The response speed is different when the vehicle speed exceeds the first speed. According to the eleventh aspect of the bicycle control device, when the vehicle speed is below the first speed and when it exceeds the first speed, the bicycle propulsion assistance can be performed in accordance with the vehicle speed. In the twelfth aspect of the bicycle control device according to any one of the first to eleventh aspects, the control unit changes the response speed according to a change in a tilt angle of the bicycle. According to the twelfth aspect of the bicycle control device, a bicycle propulsion assistance suitable for a road on which the inclination angle changes can be performed. In the bicycle control device according to the twelfth aspect and the thirteenth aspect, if the increase speed of the inclination angle of the bicycle on an uphill road is increased, the control unit increases the response speed when the human driving force is increased. . According to the thirteenth aspect of the bicycle control device, the motor output control corresponding to the stepping state of the rider can be performed on the uphill road where the inclination angle gradually increases. In the bicycle control device according to the fourteenth aspect of the twelfth or thirteenth aspect, if the inclination angle of the bicycle changes from the angle corresponding to the uphill road to the third angle or more on the downhill road during the first period, then The control unit reduces the response speed when the human driving force increases. According to the fourteenth aspect of the bicycle control device, when the driving road changes from an uphill road to a downhill road with a third angle or more, a bicycle propulsion assistance suitable for the road surface can be provided. In the 15th aspect of the bicycle control device according to any one of the 1st to 14th aspects, the control unit changes the response speed in accordance with the rotation speed of the crank of the bicycle. According to the 15th aspect of the bicycle control device, it is possible to perform motor output control according to the stepping state of the rider. In the bicycle control device according to the fifteenth aspect and the sixteenth aspect, the control unit may control the motor in the first mode in which the response speed decreases when the crank rotation speed increases. According to the sixteenth aspect of the bicycle control device, in the first mode, when the vehicle is driven at a low rotational speed of the crank, the output of the motor is also easily reduced when the human driving force is reduced. Therefore, it is easy for the rider to control the bicycle. In addition, the bicycle can be prevented from slipping when starting. By controlling the motor in the first mode, the bicycle can be particularly easily driven on rough and off-road roads. In the bicycle control device according to the sixteenth aspect and the seventeenth aspect, in the first mode, if the rotational speed of the crank becomes equal to or higher than the first speed, the control unit makes the response speed constant. According to the seventeenth aspect of the bicycle control device, in the first mode, if the rotation speed of the crank becomes equal to or higher than the first speed, the response speed is fixed, so that it is possible to suppress an excessive load of processing for changing the response speed according to the rotation speed of the crank. . In the bicycle control device according to the fifteenth aspect and the eighteenth aspect, the control unit may control the motor in a second mode in which the response speed is increased if the rotation speed of the crank is increased. According to the eighteenth aspect of the bicycle control device, in the second mode, when the vehicle is traveling at a low rotational speed of the crank, the output of the motor is not easily reduced when the human driving force is reduced. Therefore, the auxiliary interruption provided by the motor can be suppressed. By controlling the motor in the second mode, it is possible to make the bicycle particularly easy to drive on a flat road. In the bicycle control device according to the nineteenth aspect of the eighteenth aspect, in the second mode, if the rotation speed of the crank becomes equal to or higher than the second speed, the control unit makes the response speed constant. According to the nineteenth aspect of the bicycle control device, in the second mode, if the rotation speed of the crank becomes equal to or higher than the second speed, the response speed is fixed, so that it is possible to suppress an excessive load of processing for changing the response speed according to the rotation speed of the crank . In the bicycle control device according to the twentieth aspect of the sixteenth or seventeenth aspect, the control unit may control the motor in the second mode in which the response speed is increased if the rotation speed of the crank is increased. According to the bicycle control device of the twentieth aspect, when the vehicle is traveling at a low rotational speed of the crank, the output of the motor is not easily reduced when the driving force of the human power is reduced. Therefore, the auxiliary interruption provided by the motor can be suppressed. By controlling the motor in the second mode, the bicycle is particularly easy to drive on the road. In the bicycle control device according to the twentieth aspect of the twentieth aspect, in the second mode, if the rotational speed of the crank becomes equal to or higher than the second speed, the control unit makes the response speed constant. According to the control device for a bicycle according to the 21st aspect, in the second mode, if the rotation speed of the crank becomes equal to or higher than the second speed, the response speed becomes fixed, so that it is possible to suppress an excessive load of processing for changing the response speed according to the rotation speed of the crank . In the bicycle control device according to the 22nd aspect of the 20th or 21st aspect, the control unit may switch the first mode and the second mode according to an operation of an operation unit capable of communicating with the control unit. . According to the bicycle control device of the 22nd aspect, the first mode and the second mode can be switched according to the rider's wishes. In the control device for a bicycle according to the 23rd aspect according to any one of the 1st to 22nd aspects, the control unit changes the response speed using a low-pass filter. According to the control device for a bicycle according to the twenty-third aspect, the response speed is changed by using a low-pass filter. Therefore, the response speed can be changed by a simple process. According to one form of the control device for a bicycle according to a twenty-fourth aspect of the present invention, the control section includes a control section that controls a motor that assists the propulsion of the bicycle according to the operation of the operation section provided on the bicycle, and the control section is based on the above. At least one of the tilt angle of the bicycle and the amount of change in the tilt angle of the bicycle changes the increase speed of the output torque of the motor. According to the twenty-fourth aspect of the bicycle control device, when the motor is controlled in accordance with the operation of the operation unit, the output torque of the motor can be matched with at least one of the tilt angle of the bicycle and the amount of change in the tilt angle of the bicycle. The motor is controlled by a suitable speed increase method. In the bicycle control device according to the twenty-fourth aspect and the twenty-fifth aspect, if the inclination angle of the bicycle on an uphill road increases, the control unit increases the increase speed of the output torque of the motor. According to the 25th aspect of the bicycle control device, when the inclination angle of the bicycle on an uphill road is increased, the output torque of the motor can be increased in advance. In the control device for a bicycle according to the twenty-sixth aspect of the twenty-fourth or twenty-fifth aspect, if the inclination angle of the bicycle on a downhill road increases, the control unit decreases the increase speed of the output torque of the motor. According to the twenty-sixth aspect of the bicycle control device, when the inclination angle of the bicycle on a downhill road increases, it is possible to suppress an increase in the output torque of the motor. In the bicycle control device according to the twenty-seventh aspect of any one of the twenty-fourth to twenty-sixth aspects, if the increasing speed of the inclination angle of the bicycle on an uphill road increases, the control unit increases the output of the motor Increase speed of torque. According to the 27th aspect of the bicycle control device, the output torque of the motor can be increased in advance when driving on an uphill road on which the slope gradually increases. In the bicycle control device according to the twenty-eighth aspect according to any one of the twenty-fourth to twenty-seventh aspects, if the increasing speed of the inclination angle of the bicycle on a downhill road becomes large, the control unit reduces the output of the motor Increase speed of torque. According to the 28th aspect of the bicycle control device, it is possible to suppress an increase in the output torque of the motor when driving on a driving road where the slope of a downhill road gradually increases. According to one form of the 29th aspect of the present invention, a bicycle control device includes a control unit that controls a motor that assists the propulsion of the bicycle, and the control unit is such that the output torque of the motor becomes less than a specific torque. Control is performed, and the specific torque is changed according to the tilt angle of the bicycle. According to the 29th aspect of the bicycle control device, the motor can be controlled so as to have an output torque suitable for a tilt angle. In the bicycle control device according to the 29th aspect and the 30th aspect, the specific torque includes the first torque, and the control unit is configured to control the motor based on a human driving force, and to drive the motor based on the human power. When the motor is controlled by force, the output torque of the motor is controlled so that the first torque is equal to or lower than the first torque, and the first torque is changed according to the inclination angle of the bicycle. According to the 30th aspect of the bicycle control device, the motor can be controlled so as to be equal to or less than the first torque suitable for the tilt angle. In the bicycle control device according to the thirty-first aspect and the thirty-first aspect, if the inclination angle of the bicycle on the uphill road increases, the control unit increases the first torque. According to the 31st aspect of the bicycle control device, if the inclination angle of the bicycle on an uphill road is increased, the output torque of the motor can be increased. In the bicycle control device according to the 32nd aspect of any of the 29th to 31st aspects, the specific torque includes a second torque, and the control unit is configured to be operable based on the operation provided on the bicycle. When the motor is controlled by the operation of the control unit, and when the motor is controlled according to the operation of the operation unit, the control is performed such that the output torque of the motor is equal to or lower than the second torque. It changes according to the inclination angle of the said bicycle. According to the thirty-second aspect of the bicycle control device, when the motor is controlled in accordance with the operation of the operation unit, the motor can be controlled so as to be equal to or less than the second torque suitable for the tilt angle. In the bicycle control device according to the thirty-second aspect and the thirty-third aspect, if the inclination angle of the bicycle on the uphill road increases, the control unit increases the second torque. According to the control device for a bicycle according to the thirty-third aspect, if the inclination angle of the bicycle on an uphill road is increased, the output torque of the motor can be increased. The bicycle control device according to a thirty-fourth aspect according to any one of the first to thirty-third aspects, further includes an inclination detection unit that detects an inclination angle of the bicycle. According to the 34th aspect of the bicycle control device, the tilt angle of the bicycle can be detected by the tilt detection unit. In the 35th aspect of the bicycle control device according to any one of the 1st to 23rd, 30th, and 31st aspects, the control unit is based on the human driving force and the rotation speed of the crank of the bicycle The above-mentioned tilt angle is calculated. According to the thirty-fifth aspect of the bicycle control device, the control unit calculates the inclination angle based on the human driving force and the rotation speed of the crank. Therefore, there is no need to use a sensor that detects the human driving force and a sensor that detects the rotation speed of the crank A separate sensor is provided to detect the tilt angle. According to a form of the thirty-sixth aspect of the present invention, a bicycle control device includes a control unit that controls a motor that assists the propulsion of the bicycle based on the driving force of the human power, and the control unit causes the motor to change the driving force of the human power. The response speed is different when the bicycle speed is equal to or lower than the first speed and when the bicycle speed exceeds the first speed. According to the 36th aspect of the bicycle control device, the motor can be controlled at a better response speed when the bicycle speed is below the first speed and when the bicycle speed exceeds the first speed. The control unit of the 37th aspect completed according to the 36th aspect makes the response speed when the speed of the bicycle is less than the first speed higher than when the speed of the bicycle exceeds the first speed The above response speed. According to the 37th aspect of the bicycle control device, when the speed of the bicycle is equal to or lower than the first speed, the output of the motor can be increased in advance when the output of the motor is increased. According to one aspect of the 38th aspect of the present invention, a bicycle control device includes a control unit that controls a motor that assists the propulsion of the bicycle based on the driving force of the human power, and the control unit causes the motor to input the human power to the bicycle. The response speed of the change in driving force is different between the case within a specific period from the start of the bicycle and the case after the specific period has elapsed. According to the thirty-eighth aspect of the bicycle control device, the motor can be controlled at a better response speed when the bicycle starts running within a specific period of time and when the bicycle passes after a specific period of time. In the bicycle control device according to the 38th aspect and the 39th aspect, the control section makes the response speed when the bicycle starts to run within the specified period is higher than when the bicycle passes through the specified period. The above response speed. According to the 39th aspect of the bicycle control device, the motor output can be increased in advance when the output of the motor is increased when the bicycle is driven within a specific period of time. [Effects of the Invention] The bicycle control device of the present invention can perform motor control according to the traveling environment of the bicycle.

(第1實施形態) 參照圖1對搭載實施形態之自行車用控制裝置之自行車進行說明。 自行車10具備驅動機構12、操作部14、電池16、輔助裝置18、及自行車用控制裝置30。自行車10例如為登山自行車，亦可為公路自行車或城市自行車。 驅動機構12包含曲柄12A及踏板12D。曲柄12A包含曲柄軸12B及曲柄臂12C。驅動機構12將施加於踏板12D之人力驅動力傳遞至後輪(圖示省略)。驅動機構12例如構成為經由鏈條、皮帶、或軸(圖示均予省略)而將曲柄之旋轉傳遞至後輪。驅動機構12包含經由單向離合器(圖示省略)而結合於曲柄軸12B之前旋轉體(圖示省略)。單向離合器構成為當曲柄12A前轉時使前旋轉體前轉，當曲柄12A後轉時不使前旋轉體後轉。前旋轉體包含鏈輪、皮帶輪或斜齒輪(圖示均予省略)。前旋轉體亦可不經由單向離合器地結合於曲柄軸12B。 操作部14設置於自行車10上。操作部14安裝於自行車10之把手桿(圖示省略)上。操作部14可與自行車用控制裝置30之控制部32進行通信。操作部14係與自行車用控制裝置30之控制部32可藉由有線或無線方式通信地連接。操作部14例如包含操作構件、檢測操作構件之移動之感測器、及根據感測器之輸出信號而與控制部32進行通信之電路。操作部14包含1個以上用以變更馬達22之行駛模式之操作構件。各操作構件包含按壓式開關、拉桿式開關、或觸控面板。當騎乘者對操作部14加以操作時，操作部14將用以切換自行車10之行駛模式之切換信號發送至控制部32。行駛模式包含第1模式及第2模式。第1模式係適於在崎嶇不平之險惡道路上行駛之模式。第2模式係適於在平坦道路上行駛之模式。 電池16包含1個或複數個電池單元。電池單元包含充電電池。電池16電性連接於輔助裝置18之馬達22，對馬達22供給電力。電池16對自行車用控制裝置30、及搭載於自行車10並與電池16以有線方式電性連接之其他電氣零件供給電力。 輔助裝置18包含驅動電路20及馬達22。驅動電路20控制自電池16對馬達22供給之電力。馬達22輔助自行車10之推進。馬達22包含電氣馬達。馬達22以將旋轉傳遞至自踏板12D至後輪(圖示省略)為止之人力驅動力傳遞路徑、或前輪(圖示省略)之方式設置。馬達22設置於自行車10之框架(圖示省略)、後輪、或前輪上。於一例中，馬達22與自曲柄軸12B至前旋轉體為止之動力傳遞路徑結合。較佳為於馬達22與曲柄軸12B之間之動力傳遞路徑上以如下方式設置單向離合器(圖示省略)，該單向離合器係於使曲柄軸12B向自行車10前進之方向旋轉時不使馬達22因曲柄之旋轉力而旋轉。輔助裝置18亦可包含將馬達22之旋轉減速後輸出之減速機。 自行車用控制裝置30包含控制部32。於一例中，自行車用控制裝置30較佳為進而包含記憶部34、傾斜檢測部36、轉矩感測器38、及旋轉角度感測器40。 控制部32包含執行預先設定之控制程式之運算處理裝置。運算處理裝置例如包含CPU(Central Processing Unit，中央處理單元)或MPU(Micro Processing Unit，微處理單元)。於記憶部34記憶有各種控制程式及用於各種控制處理之資訊。記憶部34例如包含非揮發性記憶體及揮發性記憶體。 傾斜檢測部36檢測自行車10之傾斜角度D。傾斜檢測部36係能夠以有線或無線方式與控制部32通信地連接。傾斜檢測部36包含三軸陀螺儀感測器36A及三軸加速度感測器36B。傾斜檢測部36之輸出包含三軸各自之姿態角度、及三軸各自之加速度之資訊。再者，三軸之姿態角度係俯仰角度DA、翻滾角度DB、及平擺角度DC。較佳為陀螺儀感測器36A之三軸與加速度感測器36B之三軸一致。傾斜檢測部36根據加速度感測器36B之輸出而修正陀螺儀感測器36A之輸出，並將與自行車10之傾斜角度D相應之信號輸出至控制部32。自行車10之傾斜角度D係俯仰角度DA之絕對值。當自行車10於上坡路上行駛時，俯仰角度DA為正。自行車10於上坡路上之傾斜角度D越大，則俯仰角度DA越大。當自行車10於下坡路上行駛時，俯仰角度DA為負。自行車10於下坡路上之傾斜角度D越大，則俯仰角度DA越小。輔助裝置18亦可設定為包含單軸加速度感測器或雙軸加速度感測器代替陀螺儀感測器36A及加速度感測器36B之構成。 轉矩感測器38輸出與人力驅動力T相應之信號。轉矩感測器38檢測施加於曲柄軸12B之人力驅動力T。轉矩感測器38可設置於曲柄軸12B至前旋轉體(圖示省略)之間，亦可設置於曲柄軸12B或前鏈輪上，或可設置於曲柄臂12C或踏板12D上。轉矩感測器38例如可使用應變感測器、磁應變感測器、光學感測器、及壓力感測器等而實現，只要是輸出與施加於曲柄臂12C或踏板12D之人力驅動力T相應之信號之感測器，即可採用任何感測器。 旋轉角度感測器40檢測曲柄之旋轉速度N及曲柄12A之旋轉角度。旋轉角度感測器40安裝於自行車10之框架(圖示省略)或輔助裝置18之殼體(圖示省略)上。旋轉角度感測器40包含檢測第1磁鐵M1之磁場之第1元件40A、及輸出與第2磁鐵M2之位置關係相應之信號之第2元件40B。第1磁鐵M1設置於曲柄軸12B或曲柄臂12C上，且與曲柄軸12B同軸配置。第1磁鐵M1係環狀磁鐵，於圓周方向交替排列配置有複數個磁極。第1元件40A檢測曲柄12A相對於框架之旋轉角度。第1元件40A於曲柄12A旋轉1圈時，輸出將360度除以同極之磁極數所得之角度作為1個週期之信號。旋轉角度感測器40所能檢測之曲柄12A之旋轉角度之最小值為180度以下，較佳為15度，進而較佳為6度。第2磁鐵M2設置於曲柄軸12B或曲柄臂12C上。第2元件40B檢測曲柄12A相對於框架之基準角度(例如，曲柄12A之上死點或下死點)。第2元件40B輸出將曲柄軸12B之旋轉1圈作為1個週期之信號。 旋轉角度感測器40亦可包含輸出與磁場強度相應之信號之磁感測器來代替第1元件40A及第2元件40B而構成。於該情形時，代替第1磁鐵M1及第2磁鐵M2，將磁場強度於圓周方向變化之環狀磁鐵與曲柄軸12B同軸地設置於曲柄軸12B上。藉由使用輸出與磁場強度相應之信號之磁感測器，可利用1個感測器檢測曲柄之旋轉速度N及曲柄12A之旋轉角度，從而可簡化構成及組裝。 控制部32根據人力驅動力T而控制馬達22。 控制部32使用低通濾波器52變更馬達22對人力驅動力T之變化之響應速度。控制部32於人力驅動力T下降時，變更馬達22之響應速度。將人力驅動力T下降時之馬達22之響應速度記作響應速度R。 控制部32根據自行車10之傾斜角度D而變更響應速度R。控制部32根據自行車10之傾斜角度D而使響應速度R階段性地變化。控制部32根據曲柄之旋轉速度N而變更響應速度R。控制部32可根據操作部14之操作而切換第1模式及第2模式。於第1模式及第2模式下，對傾斜角度D及曲柄之旋轉速度N之響應速度R互不相同。 若自行車10於上坡路上之傾斜角度D增大，則控制部32降低馬達22之響應速度R。若自行車10於上坡路上之傾斜角度D成為第1角度D1以上，則控制部32使響應速度R為固定。具體而言，於第1模式下，若自行車10於上坡路上之傾斜角度D增大，則控制部32降低馬達22之響應速度。於第1模式下，若自行車10於上坡路上之傾斜角度D成為第1角度D1以上，則控制部32使響應速度R為固定。於第2模式下，若自行車10於上坡路上之傾斜角度D增大，則控制部32降低馬達22之響應速度。 若自行車10於下坡路上之傾斜角度D增大，則控制部32提高響應速度R。若自行車10於下坡路上之傾斜角度D成為第2角度D2以上，則控制部32使響應速度R為固定。具體而言，於第2模式下，若自行車10於下坡路上之傾斜角度D增大，則控制部32提高響應速度R。於第2模式下，若自行車10於下坡路上之傾斜角度D成為第2角度D2以上，則控制部32使響應速度R為固定。亦可為於第1模式下同樣地，若自行車10於下坡路上之傾斜角度D增大，則控制部32提高響應速度R，若自行車10於下坡路上之傾斜角度D成為第2角度D2以上，則控制部32使響應速度R為固定。 控制部32可於若曲柄之旋轉速度N提高則響應速度R降低之第1模式下控制馬達22。於第1模式下，若曲柄之旋轉速度N成為第1速度N1以上，則控制部32使響應速度R為固定。控制部32可於若曲柄之旋轉速度N提高則響應速度R提高之第2模式下控制馬達22。於第2模式下，若曲柄之旋轉速度N成為第2速度N2以上，則控制部32使響應速度R為固定。 控制部32包含模式切換部42、人力驅動力運算部44、增減判定部46、修正部48、及輸出運算部50。控制部32之運算處理裝置藉由執行程式，而作為模式切換部42、人力驅動力運算部44、增減判定部46、修正部48、及輸出運算部50發揮功能。 模式切換部42基於來自操作部14之切換信號而切換自行車10之行駛模式。模式切換部42於自操作部14接收到意旨為將行駛模式切換為第1模式之切換信號時，將意旨為設定與記憶於記憶部34之第1模式對應之第1映射的信號發送至修正部48。模式切換部42於自操作部14接收到意旨為將行駛模式切換為第2模式之切換信號時，將意旨為設定與記憶於記憶部34之第2模式對應之第2映射的信號發送至修正部48。 人力驅動力運算部44基於來自轉矩感測器38之輸出而運算人力驅動力T。 增減判定部46判定人力驅動力T是增加還是減少。例如，運算此次運算週期中之人力驅動力T相較於前次運算週期中之人力驅動力T是增加還是減少。 修正部48包含低通濾波器52及響應速度設定部54。修正部48修正人力驅動力T。 低通濾波器52係一次低通濾波器。低通濾波器52使用時間常數K將人力驅動力T修正為修正驅動力TX。時間常數K越大則響應速度R越低，隨著人力驅動力T之變化而發生之修正驅動力TX之變化越晚。 響應速度設定部54設定低通濾波器52中使用之時間常數K。響應速度設定部54係利用由模式切換部42設定之第1映射或第2映射、傾斜角度D、及曲柄之旋轉速度N而設定時間常數K。 輸出運算部50基於人力驅動力T而決定馬達22之輸出(以下，稱為「馬達輸出TM」)。輸出運算部50例如將馬達轉矩及馬達轉數中之至少一者決定為馬達輸出TM。輸出運算部50基於增減判定部46之判定結果、及人力驅動力T與修正驅動力TX之比較結果，而選擇人力驅動力T及修正驅動力TX中之一者，基於所選擇之人力驅動力T或修正驅動力TX而決定馬達輸出TM。具體而言，輸出運算部50於人力驅動力T下降時，將修正驅動力TX乘以特定值所得之值決定為馬達輸出TM。輸出運算部50於人力驅動力T增加且人力驅動力T小於修正驅動力TX時，將修正驅動力TX乘以特定值所得之值決定為馬達輸出TM。輸出運算部50於人力驅動力T增加且人力驅動力T為修正驅動力TX以上時，將人力驅動力T乘以特定值所得之值決定為馬達輸出TM。再者，特定值係根據馬達輸出TM相對於人力驅動力T之比率不同之行駛模式而變更。行駛模式係藉由騎乘者對操作部14之操作等而切換。控制部32基於所決定之馬達輸出TM而對驅動電路20輸出控制信號。 參照圖2對由控制部32執行之馬達控制進行說明。馬達控制係於對控制部32供給電力之期間按特定週期反覆實施。 控制部32於步驟S11中運算人力驅動力T。其次，控制部32於步驟S12中判定當前之行駛模式是否為第1模式。控制部32於判定行駛模式為第1模式時，移行至步驟S13。控制部32於步驟S13中基於第1映射、傾斜角度D、曲柄之旋轉速度N、及人力驅動力T而運算修正驅動力TX，然後移行至步驟S14。 控制部32於步驟S14中判定人力驅動力T是否下降。例如，控制部32當此次運算週期中之人力驅動力T小於前次運算週期中之人力驅動力T時，判定出意旨為人力驅動力T下降。 控制部32於在步驟S14中判定人力驅動力T下降時，於步驟S15中基於在步驟S13中運算出之修正驅動力TX而運算馬達輸出TM，然後移行至步驟S16。控制部32於步驟S16中基於馬達輸出TM而控制馬達22，經過特定週期後再次執行自步驟S11起之處理。 當選擇第1模式時，於曲柄之旋轉速度N不變之條件下，上坡路上之傾斜角度D越大則響應速度R越低。當選擇第1模式時，若上坡路上之傾斜角度D為第1角度D1以上，則響應速度R成為第1值R1。當選擇第1模式時，於傾斜角度D不變之條件下，若曲柄之旋轉速度N提高則響應速度R降低。當選擇第1模式時，若曲柄之旋轉速度N成為第1速度N1以上，則響應速度R成為固定。 如圖3所示，於第1映射中，俯仰角度DA越大則相對於特定曲柄旋轉速度N之時間常數K越大。因此，於第1映射中，上坡路上之傾斜角度D越大，則相對於特定曲柄旋轉速度N之時間常數K越大，響應速度R變小。 圖3之第1線L11表示俯仰角度DA為第1俯仰角度DA1時之曲柄之旋轉速度N與時間常數K之關係。第1線L11由實線表示。第2線L12表示俯仰角度DA為第2俯仰角度DA2時之曲柄之旋轉速度N與時間常數K之關係。第2線L12由虛線表示。第3線L13表示俯仰角度DA為第3俯仰角度DA3時之曲柄之旋轉速度N與時間常數K之關係。第3線L13由一點鏈線表示。第1俯仰角度DA1、第2俯仰角度DA2、及第3俯仰角度DA3具有「DA1＞DA2＞DA3」之關係。第1俯仰角度DA1例如為與道路之斜度10%對應之自行車10之俯仰角度DA，表現為正值。當俯仰角度DA為第1俯仰角度DA1時，自行車10於上坡路上之傾斜角度D係第1角度D1。於一例中，第1俯仰角度DA1為+5.7度，第2俯仰角度DA2為+2.8度，第3俯仰角度DA3為0度。 於第1映射中，設定為當俯仰角度DA為第1俯仰角度DA1以上時，時間常數K成為固定。如第1線L11所示，當俯仰角度DA為第1俯仰角度DA1時，不拘曲柄之旋轉速度N，選擇第1特定值K1作為時間常數K。 於第1映射中，設定為當俯仰角度DA未達第1俯仰角度DA1時，若曲柄之旋轉速度N提高則時間常數K增大。根據第1映射，設定為當俯仰角度DA未達第1俯仰角度DA1時，若曲柄之旋轉速度N成為第1速度N1以上則時間常數K成為固定。於一例中，俯仰角度DA未達第1俯仰角度DA1且曲柄之旋轉速度N為第1速度N1以上時之時間常數K與俯仰角度DA為第1俯仰角度DA1以上時之時間常數K1相等。 如第2線L12所示，當俯仰角度DA為第2俯仰角度DA2時，曲柄之旋轉速度N越高則時間常數K越直線性地增加，於曲柄之旋轉速度N成為第1速度N1以上時，時間常數K成為第1特定值K1。如第3線L13所示，當俯仰角度DA為第3俯仰角度DA3時，曲柄之旋轉速度N越高則時間常數K越直線性地增加，於曲柄之旋轉速度N成為第1速度N1以上時，時間常數K成為第1特定值K1。當俯仰角度DA為第3俯仰角度DA3時，於在曲柄之旋轉速度N處於未達第1速度N1之範圍曲柄之旋轉速度N相同之條件下，時間常數K小於俯仰角度DA為第2俯仰角度DA2時之時間常數K。 第1映射中之曲柄之旋轉速度N為第1速度N1以下之範圍內的曲柄之旋轉速度N與時間常數K之關係係使用第1運算式預先設定。第1運算式包含根據傾斜角度D而決定之係數。第1運算式例如係藉由以下之數式(1)而表示。 K＝(4×A1×N)＋(L1×A2)…(1) 「L1」係常數。「N」係曲柄之旋轉速度N。「A1」係根據傾斜角度D而決定之係數。「A2」係根據傾斜角度D而決定之係數。「A1」設定為傾斜角度D越大則越小。「A2」設定為傾斜角度D越大則越大。表1表示「A1」及[A2]與傾斜角度D之關係之一例。 [表1] 如圖2所示，控制部32於在步驟S12中判定當前之行駛模式非第1模式時，即當前之行駛模式為第2模式時，移行至步驟S17。控制部32於步驟S17中基於第2映射、傾斜角度D、曲柄之旋轉速度N、及人力驅動力T而運算修正驅動力TX，然後移行至步驟S14。 控制部32於步驟S14中判定人力驅動力T是否下降。控制部32於在步驟S14中判定人力驅動力T下降時，於步驟S15中基於在步驟S17中運算出之修正驅動力TX而運算馬達輸出TM，然後移行至步驟S16。控制部32於步驟S16中基於馬達輸出TM而控制馬達22，經過特定週期後再次自步驟S11執行處理。 當選擇第2模式時，於曲柄之旋轉速度N不變之條件下，下坡路上之傾斜角度D越大則響應速度R越高。當選擇第2模式時，若下坡路上之傾斜角度D為第2角度D2以下，則響應速度R成為第2值R2。於第2值R2時，響應速度R最高。於一例中，第2值R2與人力驅動力T上升時之響應速度R相等。當選擇第2模式時，設定為於傾斜角度D不變之條件下，若曲柄之旋轉速度N提高則響應速度R提高。當選擇第2模式時，若曲柄之旋轉速度N成為第2速度N2以上，則響應速度R成為固定。 如圖4所示，於第2映射中，俯仰角度DA越大則相對於特定曲柄旋轉速度N之時間常數K越大。因此，根據第2映射，下坡路上之傾斜角度D越大，則相對於特定曲柄旋轉速度N之時間常數K越小，響應速度R越小。 圖4之第1線L21表示俯仰角度DA為第4俯仰角度DA4時之曲柄之旋轉速度N與時間常數K之關係。第1線L21由實線表示。第2線L22表示俯仰角度DA為第5俯仰角度DA5時之曲柄之旋轉速度N與時間常數K之關係。第2線L22由一點鏈線表示。第3線L23表示俯仰角度DA為第6俯仰角度DA6時之曲柄之旋轉速度N與時間常數K之關係。第3線L23由長虛線表示。第4線L24表示俯仰角度DA為第7俯仰角度DA7時之曲柄之旋轉速度N與時間常數K之關係。第4線L24由短虛線表示。第5線L25表示俯仰角度DA為第8俯仰角度DA8時之曲柄之旋轉速度N與時間常數K之關係。第5線L25由二點鏈線表示。第4俯仰角度DA4、第5俯仰角度DA5、第6俯仰角度DA6、第7俯仰角度DA7、及第8俯仰角度DA8具有「DA4＜DA5＜DA6＜DA7＜DA8」之關係。第4俯仰角度DA4例如為與道路之斜度-10%對應之自行車10之俯仰角度DA，表現為負值。當俯仰角度DA為第4俯仰角度DA4時，自行車10於下坡路上之傾斜角度D係第2角度D2。於一例中，第4俯仰角度DA4為-5.7度，第5俯仰角度DA5為-2.8度，第6俯仰角度DA6為0度，第7俯仰角度DA7為+2.8度，第8俯仰角度DA8為+5.7度。 於第2映射中，設定為當俯仰角度DA為第4俯仰角度DA4以下時，時間常數K成為固定。如第1線L21所示，當俯仰角度DA為第4俯仰角度DA4時，不拘於曲柄之旋轉速度N，而選擇第2特定值K2作為時間常數K。第2特定值K2例如為「0」。 於第2映射中，設定為當俯仰角度DA大於第4俯仰角度DA4時，若曲柄之旋轉速度N提高則時間常數K減小。於第2映射中，設定為當俯仰角度DA大於第4俯仰角度DA4時，若曲柄之旋轉速度N成為第2速度N2以上則時間常數K成為固定。於一例中，俯仰角度DA大於第4俯仰角度DA4且曲柄之旋轉速度N為第2速度N2以上時之時間常數K與俯仰角度DA為第4俯仰角度DA4以下時之時間常數K2相等。 如第2線L22所示，當俯仰角度DA為第5俯仰角度DA5時，曲柄之旋轉速度N越高則時間常數K越呈指數函數性地減小，於曲柄之旋轉速度N成為第2速度N2以上時，時間常數K成為第2特定值K2。 如第3線L23所示，當俯仰角度DA為第6俯仰角度DA6時，曲柄之旋轉速度N越高則時間常數K越呈指數函數性地減小，於曲柄之旋轉速度N成為第2速度N2以上時，時間常數K成為第2特定值K2。當俯仰角度DA為第6俯仰角度DA6時，於在曲柄之旋轉速度N處於未達第2速度N2之範圍曲柄之旋轉速度N相同之條件下，時間常數K大於俯仰角度DA為第5俯仰角度DA5時之時間常數K。 如第4線L24所示，當俯仰角度DA為第7俯仰角度DA7時，曲柄之旋轉速度N越高則時間常數K越呈指數函數性地減小，於曲柄之旋轉速度N成為第2速度N2以上時，時間常數K成為第2特定值K2。當俯仰角度DA為第7俯仰角度DA7時，於在曲柄之旋轉速度N處於未達第2速度N2之範圍曲柄之旋轉速度N相同之條件下，時間常數K大於俯仰角度DA為第6俯仰角度DA6時之時間常數K。 如第5線L25所示，當俯仰角度DA為第8俯仰角度DA8時，曲柄之旋轉速度N越高則時間常數K越呈指數函數性地減小，於曲柄之旋轉速度N成為第2速度N2以上時，時間常數K成為第2特定值K2。當俯仰角度DA為第8俯仰角度DA8時，於在曲柄之旋轉速度N處於未達第2速度N2之範圍曲柄之旋轉速度N相同之條件下，時間常數K大於俯仰角度DA為第7俯仰角度DA7時之時間常數K。 第2映射中之曲柄之旋轉速度N為第2速度N2以下之範圍內的曲柄之旋轉速度N與時間常數K之關係係使用第2運算式預先設定。第2運算式包含根據俯仰角度DA而決定之係數。第2運算式例如係藉由以下之數式(2)而表示。 K＝(L2×B)÷100÷N×1000…(2) 「L2」係常數。「N」係曲柄之旋轉速度N。「B」係根據俯仰角度DA而決定之係數。「B」設定為俯仰角度DA越大則越大。表2表示「B」與俯仰角度DA之關係之一例。 [表2] 如圖2所示，控制部32於在步驟S14中判定人力驅動力T並未下降時，於步驟S18中判定人力驅動力T是否大於修正驅動力TX。控制部32於在步驟S18中判定人力驅動力T大於修正驅動力TX時，於步驟S19中基於人力驅動力T而運算馬達輸出TM，然後移行至步驟S16。控制部32於步驟S16中基於馬達輸出TM而控制馬達22，經過特定週期後再次自步驟S11執行處理。 另一方面，控制部32於在步驟S18中判定人力驅動力T為修正驅動力TX以下時，於步驟S15中基於修正驅動力TX而運算馬達輸出TM，然後移行至步驟S16。控制部32於步驟S16中基於馬達輸出TM而控制馬達22，經過特定週期後再次自步驟S11起執行處理。即，於人力驅動力T增加之期間，馬達22係基於人力驅動力T及修正驅動力TX中之較大者而得到控制。 參照圖5對選擇第1模式時之馬達控制之一例進行說明。圖5(a)表示時間與人力驅動力T之關係。圖5(b)表示時間與俯仰角度DA之關係。圖5(c)表示時間與馬達輸出TM之關係。圖5係表示曲柄之旋轉速度N為固定時自行車10之行駛狀態。於圖5(c)中，實線表示行駛過程中傾斜角度D變化時之馬達輸出TM，二點鏈線表示行駛過程中傾斜角度D不變時之馬達輸出TM。 自圖5之時刻t10起至時刻t11為止表示俯仰角度DA為第1俯仰角度DA1以上之俯仰角度DA之期間。於該期間，當人力驅動力T增加時，即曲柄臂12C(參照圖1)自上死點或下死點朝向上死點與下死點之中間角旋轉時，若人力驅動力T大於修正驅動力TX，則馬達輸出TM以與人力驅動力T之增加幅度實質上相等之增加幅度變化。又，當人力驅動力T減少時，即曲柄臂12C(參照圖1)自上死點與下死點之中間角朝向上死點或下死點旋轉時，馬達輸出TM以較人力驅動力T之減少幅度小之減少幅度減少。 時刻t11表示俯仰角度DA為第1俯仰角度DA1以下且大於第2俯仰角度DA2之時刻。此時，控制部32使時間常數K根據俯仰角度DA而縮小。因此，修正驅動力TX之減少幅度較自時刻t10起至時刻t11為止之期間大，修正驅動力TX之減少幅度接近於人力驅動力T之減少幅度。因此，馬達輸出TM之減少幅度接近於人力驅動力T之減少幅度。即，馬達22對人力驅動力T之變化之響應速度R提高。當維持俯仰角度DA為第1俯仰角度DA1以下且大於第2俯仰角度DA2之狀態時，控制部32於人力驅動力T減少時以固定之響應速度R控制馬達22。 時刻t12表示俯仰角度DA為第2俯仰角度DA2以下且大於第3俯仰角度DA3之時刻。因此，修正驅動力TX之減少幅度較自時刻t11起至t12為止之期間大。因此，馬達輸出TM之減少幅度進而接近於人力驅動力T之減少幅度。即，馬達22對人力驅動力T之變化之響應速度R提高。當維持俯仰角度DA為第3俯仰角度DA3以上之狀態時，控制部32於人力驅動力T減少時以固定之響應速度R控制馬達22。 參照圖6，對選擇第2模式時之馬達控制之一例進行說明。圖6(a)表示時間與人力驅動力T之關係。圖6(b)表示時間與俯仰角度DA之關係。圖6(c)表示時間與馬達輸出TM之關係。圖6係表示曲柄之旋轉速度N為固定時自行車10之行駛狀態。於圖6(c)中，實線表示行駛過程中傾斜角度D變化時之馬達控制之執行態樣之一例，二點鏈線表示行駛過程中傾斜角度D不變時之馬達控制之執行態樣之一例。 自圖6之時刻t20起至時刻t21為止表示俯仰角度DA為第6俯仰角度DA6以下且大於第5俯仰角度DA5之期間。於該期間，若人力驅動力T大於修正驅動力TX，則當人力驅動力T增加時，馬達輸出TM以與人力驅動力T之增加幅度實質上相等之增加幅度變化。又，當人力驅動力T減少時，馬達輸出TM以較人力驅動力T之減少幅度小之減少幅度減少。 時刻t21表示俯仰角度DA為第5俯仰角度DA5以下且大於第4俯仰角度DA4之時刻。此時，控制部32使時間常數K根據俯仰角度DA而縮小。因此，修正驅動力TX之減少幅度增大，修正驅動力TX之減少幅度接近於人力驅動力T之減少幅度。因此，馬達輸出TM之減少幅度接近於人力驅動力T之減少幅度。即，馬達22對人力驅動力T之變化之響應速度R提高。當維持俯仰角度DA為第5俯仰角度DA5以下且大於第4俯仰角度DA4之狀態時，控制部32於人力驅動力T減少時以固定之響應速度R控制馬達22。 時刻t22表示俯仰角度DA為第4俯仰角度DA4以下之時刻。此時，控制部32將時間常數K設定為「0」。因此，修正驅動力TX之減少幅度增大，修正驅動力TX之減少幅度變為與人力驅動力T之減少幅度實質上相等。因此，馬達輸出TM之減少幅度變為與人力驅動力T之減少幅度實質上相等。即，馬達22對人力驅動力T之變化之響應速度R提高。當維持俯仰角度DA為第4俯仰角度DA4以下之狀態時，控制部32於人力驅動力T減少時以固定之響應速度R控制馬達22。 對自行車用控制裝置30之作用及效果進行說明。 自行車用控制裝置30可維持上坡路之傾斜角度D越大則使馬達輸出TM越大之狀態，故而於上坡路上行駛時可減輕騎行者之負荷。自行車用控制裝置30於下坡路或平坦道路上使馬達輸出TM根據人力驅動力T之變化而響應及時地變化，故而於下坡路或平坦道路上行駛時騎乘者易於控制自行車10。 自行車10於崎嶇不平之越野道路上爬坡時較自行車10於平坦道路上爬坡時，向自行車10之後方作用之力更大，但若使用自行車用控制裝置30，則可藉由選擇第1模式而使騎行者不易感覺到馬達輸出TM之不足。 (第2實施形態) 參照圖1及圖7～圖9，對第2實施形態之自行車用控制裝置30進行說明。第2實施形態之自行車用控制裝置30除於人力驅動力T上升之情形時亦根據傾斜角度D而變更馬達22之響應速度Q之點以外，其他與第1實施形態之自行車用控制裝置30相同。因此，對於與第1實施形態共通之構成，標註與第1實施形態相同之符號，並省略重複之說明。 控制部32於人力驅動力T上升之情形時，變更馬達22之響應速度。將人力驅動力T上升時之馬達22之響應速度記作響應速度Q。可為控制部32根據自行車10之傾斜角度D而使響應速度Q階段性地變化。亦可為控制部32根據自行車10之傾斜角度D而使響應速度Q連續性地變化。 若自行車10於上坡路上之傾斜角度D增大，則控制部32提高響應速度Q。若自行車10於上坡路上之傾斜角度D增大，則控制部32提高人力驅動力T上升之情形時之馬達22之響應速度Q。若自行車10於上坡路上之傾斜角度D成為第1角度D1以上，則控制部32使人力驅動力T上升之情形時之響應速度Q為固定。 若自行車10於下坡路上之傾斜角度D增大，則控制部32降低響應速度Q。若自行車10於下坡路上之傾斜角度D增大，則控制部32降低人力驅動力T上升之情形時之響應速度Q。若自行車10於下坡路上之傾斜角度D成為第2角度D2以上，則控制部32使人力驅動力T上升之情形時之響應速度Q為固定。 記憶部34記憶有規定人力驅動力T之上升速度、傾斜角度D及修正值CX之關係之第3映射及第4映射。控制部32於人力驅動力T上升之情形時，使人力驅動力T加上或乘以修正值CX而運算修正驅動力TX。 第3映射規定第1模式下人力驅動力T上升之情形時之修正值CX。於一例中，第3映射中規定為人力驅動力T之上升速度越大則修正值CX越大，且規定為俯仰角度DA越大則修正值CX越大。第4映射規定第2模式下人力驅動力T上升之情形時之修正值CX。於一例中，第4映射中規定為人力驅動力T之上升速度越大則修正值CX越大，且規定為俯仰角度DA越大則修正值CX越小。第3映射中亦可規定為與人力驅動力T之上升速度無關，俯仰角度DA越大則修正值CX越大。第4映射中亦可規定為與人力驅動力T之上升速度無關，俯仰角度DA越大則修正值CX越小。 控制部32亦可進行如下控制：於使人力驅動力T加上修正值CX而運算修正驅動力TX之情形時，在第3映射及第4映射中，若人力驅動力T之上升速度小於特定速度，則將修正值CX設定為負值。控制部32亦可進行如下控制：於使人力驅動力T乘以修正值CX而運算修正驅動力TX之情形時，在第3映射及第4映射中，若人力驅動力T之上升速度小於特定速度，則將修正值CX設定為未達1。 參照圖7對由控制部32執行之馬達控制進行說明。馬達控制係於對控制部32供給電力之狀態下按特定週期反覆實施。 控制部32於步驟S31中運算人力驅動力T。其次，控制部32於步驟S32中判定當前之行駛模式是否為第1模式。控制部32於判定行駛模式為第1模式時，移行至步驟S33。 控制部32於步驟S33中判定人力驅動力T是否下降。控制部32於判定人力驅動力T下降之情形時，移行至步驟S34。控制部32於步驟S34中基於第1映射、傾斜角度D、曲柄之旋轉速度N、及人力驅動力T而運算修正驅動力TX，然後移行至步驟S35。控制部32於步驟S35中基於所運算出之修正驅動力TX而運算馬達輸出TM，然後移行至步驟S36。控制部32於步驟S36中基於馬達輸出TM而控制馬達22，經過特定週期後再次自步驟S31起執行處理。 控制部32於在步驟S33中判定人力驅動力T上升、或未發生變化之情形時，移行至步驟S37。控制部32於步驟S37中基於第3映射、傾斜角度D、及人力驅動力T而運算修正驅動力TX，然後移行至步驟S35。具體而言，控制部32運算出人力驅動力T之上升速度乘以或加上第3映射中規定之修正值CX所得之值作為修正驅動力TX。控制部32於步驟S35中基於所運算出之修正驅動力TX而運算馬達輸出TM，然後移行至步驟S36。控制部32於步驟S36中基於馬達輸出TM而控制馬達22，經過特定週期後再次自步驟S31起執行處理。 控制部32於在步驟S32中判定當前之行駛模式並非第1模式時，即當前之行駛模式為第2模式時，移行至步驟S38。控制部32於步驟S38中判定人力驅動力T是否下降。控制部32於判定人力驅動力T下降之情形時，移行至步驟S39。控制部32於步驟S39中基於第2映射、傾斜角度D、曲柄之旋轉速度N、及人力驅動力T而運算修正驅動力TX，然後移行至步驟S35。控制部32於步驟S35中基於所運算出之修正驅動力TX而運算馬達輸出TM，然後移行至步驟S36。控制部32於步驟S36中基於馬達輸出TM而控制馬達22，經過特定週期後再次自步驟S31起執行處理。 控制部32於在步驟S38中判定人力驅動力T上升之情形時，移行至步驟S40。控制部32於步驟S40中基於第4映射、傾斜角度D、及人力驅動力T而運算修正驅動力TX，然後移行至步驟S35。具體而言，控制部32運算出人力驅動力T之上升速度乘以或加上第4映射中規定之修正值CX所得之值作為修正驅動力TX。控制部32於步驟S35中基於所運算出之修正驅動力TX而運算馬達輸出TM，然後移行至步驟S36。控制部32於步驟S36中基於馬達輸出TM而控制馬達22，經過特定週期後再次自步驟S31起執行處理。 參照圖8，對選擇第1模式時之馬達控制之一例進行說明。圖8(a)表示時間與人力驅動力T之關係。圖8(b)表示時間與俯仰角度DA之關係。圖8(c)表示時間與馬達輸出TM之關係。圖8係表示曲柄之旋轉速度N為固定時自行車10之行駛狀態。於圖8(c)中，實線表示行駛過程中傾斜角度D變化時之馬達輸出TM，二點鏈線表示行駛過程中傾斜角度D不變時之馬達輸出TM。 自圖8之時刻t30起至時刻t31為止表示俯仰角度DA為第1俯仰角度DA1以上之俯仰角度DA之期間。於自時刻t30起至時刻t31為止之期間內的修正驅動力TX減少之期間X1，人力驅動力T及馬達輸出TM與自圖5之時刻t11起至時刻t12為止之期間同樣地變化。於自時刻t30起至時刻t31為止之期間內的修正驅動力TX上升之期間X2，即曲柄臂12C(參照圖1)自上死點或下死點朝向上死點與下死點之中間角旋轉時，馬達輸出TM以較人力驅動力T之增加幅度更大之增加幅度變化。 時刻t31表示俯仰角度DA為第1俯仰角度DA1以下且大於第2俯仰角度DA2之時刻。於自時刻t31起至時刻t32為止之期間內的修正驅動力TX減少之期間X1，人力驅動力T及馬達輸出TM與自圖5之時刻t11起至時刻t12為止之期間同樣地變化。控制部32於自時刻t31起至時刻t32為止之期間內的修正驅動力TX上升之期間X2，使響應速度Q根據俯仰角度DA而縮小。因此，修正驅動力TX之增加幅度小於自時刻t30起至時刻t31為止之期間之修正驅動力TX之增加幅度。 時刻t32表示俯仰角度DA為第2俯仰角度DA2以下且大於第3俯仰角度DA3之時刻。於時刻t32以後之修正驅動力TX減少之期間X1，人力驅動力T及馬達輸出TM與圖5之時刻t12以後同樣地變化。控制部32於時刻t32以後之修正驅動力TX上升之期間X2，使響應速度Q根據俯仰角度DA而縮小。因此，修正驅動力TX之增加幅度小於自時刻t31起至時刻t32止之期間之修正驅動力TX之增加幅度。 參照圖9，對選擇第2模式時之馬達控制之一例進行說明。圖9(a)表示時間與人力驅動力T之關係。圖9(b)表示時間與俯仰角度DA之關係。圖9(c)表示時間與馬達輸出TM之關係。圖9係表示曲柄之旋轉速度N為固定時自行車10之行駛狀態。於圖9(c)中，實線表示行駛過程中傾斜角度D變化時之馬達控制之執行態樣之一例，二點鏈線表示行駛過程中傾斜角度D不變時之馬達控制之執行態樣之一例。 自圖9之時刻t40起至時刻t41為止表示俯仰角度DA為第6俯仰角度DA6以下且大於第5俯仰角度DA5之俯仰角度DA之期間。於自時刻t40起至時刻t41止之期間內的修正驅動力TX減少之期間X1，人力驅動力T及馬達輸出TM與自圖6之時刻t21起至時刻t22為止之期間同樣地變化。於自時刻t40起至時刻t41為止之期間內的修正驅動力TX上升之期間X2，即曲柄臂12C(參照圖1)自上死點或下死點朝向上死點與下死點之中間角旋轉時，馬達輸出TM以較人力驅動力T之增加幅度大之增加幅度變化。 時刻t41表示俯仰角度DA為第5俯仰角度DA5以下且大於第4俯仰角度DA4之時刻。於自時刻t41起至時刻t42為止之期間內的修正驅動力TX減少之期間X1，人力驅動力T及馬達輸出TM與自圖6之時刻t21起至時刻t22為止之期間同樣地變化。控制部32於自時刻t41起至時刻t42為止之期間內的修正驅動力TX上升之期間X2，使響應速度Q根據俯仰角度DA而縮小。因此，修正驅動力TX之增加幅度小於自時刻t40起至時刻t41為止之期間之修正驅動力TX之增加幅度。 時刻t42表示俯仰角度DA為第4俯仰角度DA4以下之時刻。於時刻t42以後之修正驅動力TX減少之期間X1，人力驅動力T及馬達輸出TM與圖6之時刻t22以後同樣地變化。控制部32於時刻t42以後之修正驅動力TX上升之期間X2，使響應速度Q根據俯仰角度DA而縮小。因此，修正驅動力TX之增加幅度小於自時刻t41起至時刻t42為止之期間之修正驅動力TX之增加幅度。 (第3實施形態) 參照圖1、圖10、及圖11，對第3實施形態之自行車用控制裝置30進行說明。第3實施形態之自行車用控制裝置30除執行根據車速V及傾斜角度D而變更響應速度Q之控制之點以外，其他與第1實施形態之自行車用控制裝置30相同。因此，對於與第1實施形態共通之構成，標註與第1實施形態相同之符號，並省略重複之說明。 於本實施形態中，圖1所示之控制部32使自行車10之車速V為第1速度V1以下之情形時之響應速度R、Q與自行車10之車速V超過第1速度V1之情形時之響應速度R、Q不同。第1速度V1較佳設定為能判定自行車10開始行駛之車速V。第1速度V1較佳為設定於時速1 km～時速10 km之範圍內。於一例中，第1速度V1設定為時速3 km。第1速度V1較佳為預先記憶於記憶部34。記憶部34構成為可變更第1速度V1。例如，藉由對操作部14加以操作，或藉由外部之裝置，而變更記憶於記憶部34之第1速度V1。控制部32使自行車10之車速V為第1速度V1以下之情形時之響應速度Q高於自行車10之車速V超過第1速度V1之情形時之響應速度Q。控制部32使自行車10之車速V為第1速度V1以下之情形時之響應速度R低於自行車10之車速V超過第1速度V1之情形時之響應速度R。 控制部32使響應速度R、Q於自行車10開始行駛起特定期間PX1以內之情形時與經過特定期間PX1後之情形時不同。特定期間PX1較佳為設定於1秒～10秒之範圍內。於一例中，特定期間PX1設定為3秒。特定期間PX1較佳為預先記憶於記憶部34。記憶部34構成為可變更特定期間PX1。例如，藉由對操作部14加以操作，或藉由外部之裝置，而變更記憶於記憶部34之特定期間PX1。控制部32使自行車10開始行駛起特定期間PX1以內之情形時之響應速度Q高於經過特定期間PX1後之情形時之響應速度Q。控制部32使自行車10開始行駛起特定期間PX1以內之情形時之響應速度R低於經過特定期間PX1後之情形時之響應速度R。 若上坡路上之傾斜角度D增大，則控制部32降低人力驅動力T下降之情形時之響應速度R，提高人力驅動力T上升之情形時之響應速度Q。具體而言，於俯仰角度DA大於第1特定角度DX1之上坡路上，控制部32提高人力驅動力T上升之情形時之響應速度Q。第1特定角度DX1設定為正值，於一例中，設定為9度。 若下坡路上之傾斜角度D增大，則控制部32提高人力驅動力T下降之情形時之響應速度R，降低人力驅動力T上升之情形時之響應速度Q。具體而言，於俯仰角度DA未達第2特定角度DX2之下坡路上，控制部32提高人力驅動力T上升之情形時之響應速度Q。第2特定角度DX2設定為負值，於一例中，設定為-9度。 參照圖10～圖12，對根據車速V及傾斜角度D而變更響應速度R、Q之馬達控制進行說明。馬達控制係於對控制部32供給電力之期間按特定週期反覆實施。 控制部32於步驟S41中判定車速V是否為第1速度V1以下。控制部32於判定車速V為第1速度V1以下之情形時，移行至步驟S42。控制部32於步驟S42中判定俯仰角度DA是否大於第1特定角度DX1。控制部32於判定俯仰角度DA大於第1特定角度DX1之情形時，移行至步驟S43。控制部32於步驟S43中降低響應速度R，提高響應速度Q，然後移行至步驟S44。例如，控制部32使響應速度R低於預先記憶於記憶部34之響應速度R之初始值RX，使響應速度Q高於預先記憶於記憶部34之響應速度Q之初始值QX。響應速度Q、R之初始值QX、RX較佳設定為對於在車速V大於第1速度V1之條件下於平坦道路上行駛之情形而言較佳之值。 控制部32於步驟S44中判定是否已經過特定期間PX1。控制部32例如於自步驟S41中判定車速V為第1速度V1以下起算之經過期間成為特定期間PX1以上之情形時，判定已經過特定期間PX1。控制部32反覆進行步驟S44之判定處理，直至經過特定期間PX1為止。特定期間PX1較佳為設定於1秒～10秒之範圍內。於一例中，特定期間PX1設定為3秒。控制部32於已經過特定期間PX1之情形時，移行至步驟S45。控制部32於步驟S45中使響應速度R及響應速度Q恢復原樣。藉由步驟S45之處理，響應速度R及響應速度Q得以設定為於步驟S43中進行變更之前之響應速度R及響應速度Q。例如，控制部32將響應速度R及響應速度Q恢復為預先記憶於記憶部34之初始值RX、QX。 控制部32於在步驟S42中判定俯仰角度DA並不大於第1特定角度DX1之情形時，移行至步驟S46。控制部32於步驟S46中判定俯仰角度DA是否未達第2特定角度DX2。控制部32於判定俯仰角度DA為第2特定角度DX2以上之情形時，結束處理。因此，於自行車10處於俯仰角度DA為第1特定角度DX1以下且第2特定角度DX2以上之行駛道路上之情形時，控制部32不變更響應速度R、Q即結束處理。 控制部32於在步驟S46中判定俯仰角度DA未達第2特定角度DX2之情形時，移行至步驟S47。控制部32於步驟S47中提高響應速度R，降低響應速度Q，然後移行至步驟S44。例如，控制部32使響應速度R高於預先記憶於記憶部34之響應速度R之初始值RX，使響應速度Q低於預先記憶於記憶部34之響應速度Q之初始值QX。控制部32於在步驟S46中判定俯仰角度DA未達第2特定角度DX2之情形時，於步驟S47中提高響應速度R，降低響應速度Q，然後移行至步驟S44。 控制部32於步驟S44中判定是否已經過特定期間PX1。控制部32例如於自步驟S41中判定車速V為第1速度V1以下起算之經過期間成為特定期間PX1以上之情形時，判定已經過特定期間PX1。控制部32反覆進行步驟S44之判定處理，直至經過特定期間PX1為止。控制部32於已經過特定期間PX1之情形時，移行至步驟S45。控制部32於步驟S45中使響應速度R及響應速度Q恢復原樣。藉由步驟S45之處理，響應速度R及響應速度Q得以設定為於步驟S47中進行變更之前之響應速度R及響應速度Q。例如，控制部32將響應速度R及響應速度Q恢復為預先記憶於記憶部34之初始值RX、QX。 控制部32於在步驟S41中判定車速V大於第1速度V1之情形時，移行至步驟S48。控制部32於步驟S48中判定俯仰角度DA是否大於第1特定角度DX1。控制部32於判定俯仰角度DA大於第1特定角度DX1之情形時，移行至步驟S49。控制部32於步驟S49中降低響應速度R，提高響應速度Q，然後移行至步驟S50。例如，控制部32使響應速度R低於預先記憶於記憶部34之響應速度R之初始值RX，使響應速度Q高於預先記憶於記憶部34之響應速度Q之初始值QX。控制部32於步驟S49中將響應速度R及響應速度Q設定為與步驟S43之情形時不同之大小。控制部32例如使步驟S43中設定之響應速度R低於步驟S49中設定之響應速度R，使步驟S43中設定之響應速度Q高於步驟S49中設定之響應速度Q。 控制部32於步驟S50中判定是否已經過特定期間PX2。具體而言，控制部32於自步驟S49中變更響應速度R、Q起算之經過期間成為特定期間PX2以上之情形時，判定已經過特定期間PX2。特定期間PX2較佳為設定於1秒～10秒之範圍內。於一例中，特定期間PX2設定為3秒。特定期間PX2較佳為預先記憶於記憶部34。記憶部34構成為可變更特定期間PX2。例如，藉由對操作部14加以操作，或藉由外部之裝置，而變更記憶於記憶部34之特定期間PX2。控制部32反覆進行步驟S50之判定處理，直至經過特定期間PX2為止。控制部32於已經過特定期間PX2之情形時，移行至步驟S51。控制部32於步驟S51中使響應速度R及響應速度Q恢復原樣。藉由步驟S51之處理，響應速度R及響應速度Q得以設定為於步驟S49中進行變更之前之響應速度R及響應速度Q。例如，控制部32使響應速度R及響應速度Q恢復為預先記憶於記憶部34之初始值RX、QX。 控制部32於在步驟S48中判定俯仰角度DA並不大於第1特定角度DX1之情形時，移行至步驟S52。控制部32於步驟S52中判定俯仰角度DA是否未達第2特定角度DX2。控制部32於判定俯仰角度DA為第2特定角度DX2以上之情形時，結束處理。因此，於自行車10處於俯仰角度DA為第1特定角度DX1以下且第2特定角度DX2以上之行駛道路上之情形時，控制部32不變更響應速度R、Q即結束處理。 控制部32於在步驟S52中判定俯仰角度DA未達第2特定角度DX2之情形時，於步驟S53中提高響應速度R，降低響應速度Q，然後移行至步驟S50。例如，控制部32使響應速度R高於預先記憶於記憶部34之響應速度R之初始值RX，使響應速度Q低於預先記憶於記憶部34之響應速度Q之初始值QX。控制部32例如使步驟S53中設定之響應速度R高於步驟S49中設定之響應速度R，使步驟S53中設定之響應速度Q低於步驟S49中設定之響應速度Q。 控制部32於步驟S50中判定是否已經過特定期間PX2。具體而言，控制部32於自步驟S53中變更響應速度R、Q起算之經過期間成為特定期間PX2以上之情形時，判定已經過特定期間PX2。控制部32反覆進行步驟S50之判定處理，直至經過特定期間PX2為止。控制部32於已經過特定期間PX2之情形時，移行至步驟S51。 (第4實施形態) 參照圖1、圖12、及圖13，對第4實施形態之自行車用控制裝置30進行說明。第4實施形態之自行車用控制裝置30除進行根據傾斜角度D而變更馬達22之輸出轉矩TA之控制之點以外，其他與第1實施形態之自行車用控制裝置30相同。因此，對於與第1實施形態共通之構成，標註與第1實施形態相同之符號，並省略重複之說明。 於本實施形態中，圖1所示之控制部32構成為於行駛模式下可根據人力驅動力T而控制馬達22，從而根據人力驅動力T而控制馬達22。於行駛模式下，控制部32係以馬達22之輸出轉矩TA成為特定轉矩TY以下之方式進行控制。特定轉矩TY係根據自行車10之傾斜角度D而變更。特定轉矩TY包含第1轉矩TY1。第1轉矩TY1係根據馬達22之輸出特性而設定，設定為較馬達22之輸出轉矩TA之上限轉矩小且位於上限轉矩附近之值。 控制部32於根據人力驅動力T而控制馬達22之情形時，係以馬達22之輸出轉矩TA成為第1轉矩TY1以下之方式進行控制。第1轉矩TY1係根據自行車10之傾斜角度D而變更。記憶部34記憶有規定第1轉矩TY1與曲柄之旋轉速度N之關係之第5映射。圖12之實線L31表示第5映射之一例。第1轉矩TY1較佳為按行駛模式而設定。若自行車10於上坡路上之傾斜角度D增大，則控制部32加大第1轉矩TY1。若自行車10於下坡路上之傾斜角度D增大，則控制部32縮小第1轉矩TY1。 參照圖13，對根據傾斜角度D而變更第1轉矩TY1之馬達控制進行說明。馬達控制係於向控制部32供給電力之期間按特定週期反覆實施。 控制部32於步驟S61中判定俯仰角度DA是否大於第1特定角度DX1。控制部32於判定俯仰角度DA大於第1特定角度DX1之情形時，移行至步驟S62。控制部32於步驟S62中加大第1轉矩TY1，然後移行至步驟S63。具體而言，控制部32將馬達22之控制由使用圖12之實線L31所示之規定第1轉矩TY1與曲柄之旋轉速度N之關係的映射切換為使用圖12之虛線L32所示之規定第1轉矩TY1與曲柄之旋轉速度N之關係的映射。 控制部32於步驟S63中判定俯仰角度DA是否大於第1特定角度DX1。控制部32反覆進行步驟S63之判定處理，直至於步驟S63中判定俯仰角度DA大於第1特定角度DX1為止。控制部32於在步驟S63中判定俯仰角度DA為第1特定角度DX1以下之情形時，於步驟S64中使第1轉矩TY1恢復原樣，然後結束處理。具體而言，控制部32將馬達22之控制切換為使用規定在步驟S62中進行切換之前之第1轉矩TY1與曲柄之旋轉速度N之關係的映射。 控制部32於在步驟S61中判定俯仰角度DA為第1特定角度DX1以下之情形時，移行至步驟S65。控制部32於步驟S65中判定俯仰角度DA是否未達第2特定角度DX2。控制部32於判定俯仰角度DA未達第2特定角度DX2之情形時，移行至步驟S66。控制部32於步驟S66中縮小第1轉矩TY1，然後移行至步驟S67。具體而言，控制部32將馬達22之控制由使用圖12之實線L31所示之規定第1轉矩TY1與曲柄之旋轉速度N之關係的映射切換為使用圖12之一點鏈線L33所示之規定第1轉矩TY1與曲柄之旋轉速度N之關係的映射。 控制部32於步驟S67中判定俯仰角度DA是否未達第2特定角度DX2。控制部32反覆進行步驟S67之判定處理，直至於步驟S67中判定俯仰角度DA未達第2特定角度DX2為止。控制部32於在步驟S67中判定俯仰角度DA為第2特定角度DX2以上之情形時，於步驟S64中使第1轉矩TY1恢復原樣，然後結束處理。具體而言，控制部32將馬達22之控制切換為使用規定在步驟S66中進行切換之前之第1轉矩TY1與曲柄之旋轉速度N之關係的映射。 於馬達輸出TM相對於人力驅動力T之比率不同之行駛模式有複數種，且在步驟S62中控制部32加大第1轉矩TY1之情形時，控制部32較佳為將第1轉矩TY1設定為馬達輸出TM相對於人力驅動力T之比率最大之行駛模式下的馬達輸出TM之最大轉矩之值。於馬達輸出TM相對於人力驅動力T之比率不同之行駛模式有複數種，且在步驟S66中控制部32縮小第1轉矩TY1之情形時，控制部32較佳為將第1轉矩TY1設定為馬達輸出TM相對於人力驅動力T之比率最小之行駛模式下的馬達輸出TM之最大轉矩之值。 (第5實施形態) 參照圖1、圖14～圖16，對第5實施形態之自行車用控制裝置30進行說明。第5實施形態之自行車用控制裝置30除進行使馬達22根據操作部14之操作而驅動之控制之點以外，其他與第1實施形態之自行車用控制裝置30相同。因此，對於與第1實施形態共通之構成，標註與第1實施形態相同之符號，並省略重複之說明。 於本實施形態中，構成為藉由操作圖1所示之操作部14，控制部32可切換行駛模式與步行模式。控制部32係根據操作部14之操作而控制馬達22。具體而言，若操作部14受到操作以於步行模式下驅動馬達22，則控制部32於人力驅動力T為0之情形時，開始馬達22之驅動。控制部32於根據操作部14之操作而控制馬達22之情形時，係以馬達22之輸出轉矩TA成為第2轉矩TY2以下之方式進行控制。控制部32於根據操作部14之操作而控制馬達22之情形時，係以車速V成為特定車速V以下之方式進行控制。控制部32根據自行車10之傾斜角度D，而變更馬達22之輸出轉矩TA之增加速度。若自行車10於上坡路上之傾斜角度D增大，則控制部32提高馬達22之輸出轉矩TA之增加速度。若自行車10於下坡路上之傾斜角度D增大，則控制部32降低馬達22之輸出轉矩TA之增加速度。 參照圖14～圖16，對步行模式下之馬達控制進行說明。馬達控制係於向控制部32供給電力之期間按特定週期反覆實施。 控制部32於步驟S71中判定是否有步行模式下之馬達22驅動開始要求。具體而言，在操作部14受到操作以於步行模式下驅動馬達22，且人力驅動力T為0之情形時，控制部32判定有步行模式下之馬達22驅動開始要求。控制部32於判定無步行模式下之馬達22驅動開始要求之情形時，結束處理。 控制部32於判定有步行模式下之馬達22驅動開始要求之情形時，移行至步驟S72。控制部32於步驟S72中判定俯仰角度DA是否大於第1特定角度DX1。控制部32於判定俯仰角度DA大於第1特定角度DX1之情形時，移行至步驟S73。控制部32於步驟S73中將輸出轉矩TA之增加速度設定為第1增加速度，然後移行至步驟S77。 控制部32於在步驟S72中判定俯仰角度DA為第1特定角度DX1以下之情形時，移行至步驟S74。控制部32於步驟S74中判定俯仰角度DA是否未達第2特定角度DX2。控制部32於判定俯仰角度DA未達第2特定角度DX2之情形時，移行至步驟S75。控制部32於步驟S75中將輸出轉矩TA之增加速度設定為第2增加速度，然後移行至步驟S77。 控制部32於在步驟S74中判定俯仰角度DA為第2特定角度DX2以上之情形時，移行至步驟S76。控制部32於步驟S76中將輸出轉矩TA之增加速度設定為第3增加速度，然後移行至步驟S77。圖16之虛線L41表示設定為第1增加速度時之輸出轉矩TA，一點鏈線L42表示設定為第2增加速度時之輸出轉矩TA，實線L43表示設定為第3增加速度時之輸出轉矩TA。第1增加速度高於第3增加速度。第2增加速度低於第3增加速度。 控制部32於步驟S77中以步驟S73、S75、或S76中設定之增加速度開始馬達22之驅動，然後移行至步驟S78。控制部32於步驟S78中判定輸出轉矩TA是否為第2轉矩TY2以上。控制部32反覆進行步驟S78之判定處理，直至輸出轉矩TA成為第2轉矩TY2為止。藉由步驟S78之處理，輸出轉矩TA得以如圖16之虛線L41、一點鏈線L42、或實線L43所示般增加至第2轉矩TY2。 控制部32於判定輸出轉矩TA為第2轉矩TY2以上之情形時，移行至步驟S79。控制部32於步驟S79中開始根據車速V而控制馬達22，然後移行至步驟S80。控制部32於步驟S80中判定是否有步行模式下之馬達22驅動結束要求。控制部32在操作部14未被操作以於步行模式下驅動馬達22之情形時、操作部14被輸入向行駛模式切換之操作之情形時、或人力驅動力T大於0之情形時，判定有步行模式下之馬達22驅動結束要求。控制部32反覆進行步驟S79及步驟S80之處理，直至判定有步行模式下之馬達22驅動結束要求為止。控制部32於判定有步行模式下之馬達22驅動結束要求之情形時，於步驟S81中停止步行模式下之馬達22之驅動而結束處理。 (第6實施形態) 參照圖17，對第6實施形態之自行車用控制裝置30進行說明。第6實施形態之自行車用控制裝置30除進行於自行車開始行駛時變更響應速度R、Q之控制之點以外，其他與第1實施形態之自行車用控制裝置30相同。因此，對於與第1實施形態共通之構成，標註與第1實施形態相同之符號，並省略重複之說明。 於本實施形態中，圖1所示之控制部32使響應速度R、Q於自行車10開始行駛起特定期間PX以內之情形時與經過特定期間PX後之情形時不同。於一例中，特定期間PX設定為3秒。控制部32使自行車10開始行駛起特定期間PX以內之情形時之響應速度Q高於經過特定期間PX後之情形時之響應速度Q。 參照圖17，對在自行車開始行駛時變更響應速度R、Q之馬達控制進行說明。馬達控制係於向控制部32供給電力之期間按特定週期反覆實施。 控制部32於步驟S91中判定自行車10是否已開始行駛。控制部32於判定自行車10尚未開始行駛之情形時，結束處理。例如，控制部32於自行車10之車速V由0變為0以上之情形時判定自行車10已開始行駛，於除此以外之情形時判定自行車10尚未開始行駛。控制部32於判定自行車10已開始行駛之情形時，移行至步驟S92。控制部32於步驟S92中降低響應速度R，提高響應速度Q，然後移行至步驟S93。具體而言，控制部32使響應速度R小於預先記憶於記憶部34之響應速度R之初始值RX，使響應速度Q大於預先記憶於記憶部34之響應速度Q之初始值QX。 控制部32於步驟S93中判定是否已經過特定期間PX。例如，控制部32於自步驟S91中判定自行車10已開始行駛起算之期間成為特定期間PX以上之情形時，判定已經過特定期間PX。控制部32反覆進行步驟S93之判定處理，直至經過特定期間PX為止。控制部32於判定已經過特定期間PX之情形時，移行至步驟S94。控制部32於步驟S94中使響應速度R及響應速度Q恢復原樣，然後結束處理。具體而言，控制部32使響應速度R及響應速度Q恢復為預先記憶於記憶部34之初始值RX、QX。 (第7實施形態) 參照圖1及圖18，對第7實施形態之自行車用控制裝置30進行說明。第7實施形態之自行車用控制裝置30除進行根據車速V而變更響應速度R、Q之控制之點以外，其他與第1實施形態之自行車用控制裝置30相同。因此，對於與第1實施形態共通之構成，標註與第1實施形態相同之符號，並省略重複之說明。 於本實施形態中，圖1所示之控制部32使自行車10之車速V為第1速度V1以下之情形時之響應速度R、Q與自行車10之車速V超過第1速度V1之情形時之響應速度R、Q不同。第1速度V1較佳設定為能判定自行車10開始行駛之車速V。於一例中，第1速度V1較佳為設定於時速1 km～時速10 km之範圍內。於一例中，第1速度V1設定為時速3 km。控制部32使自行車10之車速V為第1速度V1以下之情形時之響應速度Q高於自行車10之車速V超過第1速度V1之情形時之響應速度Q。控制部32使自行車10之車速V為第1速度V1以下之情形時之響應速度R低於自行車10之車速V超過第1速度V1之情形時之響應速度R。 參照圖18，對根據傾斜角度D而變更第1轉矩TY1之馬達控制進行說明。馬達控制係於向控制部32供給電力之期間按特定週期反覆實施。 控制部32於步驟S95中判定車速V是否為第1速度V1以下。控制部32於判定車速V大於第1速度V1之情形時，結束處理。控制部32於判定車速V為第1速度V1以下之情形時，移行至步驟S96。控制部32於步驟S96中降低響應速度R，提高響應速度Q，然後移行至步驟S97。具體而言，控制部32使響應速度R小於預先記憶於記憶部34之響應速度R之初始值RX，使響應速度Q小於預先記憶於記憶部34之響應速度Q之初始值QX。 控制部32於步驟S97中判定車速V是否為第1速度V1以下。控制部32反覆進行步驟S97之判定處理，直至車速V大於第1速度V1為止。控制部32於判定車速V大於第1速度V1之情形時，於步驟S98中使響應速度R及響應速度Q恢復原樣，然後結束處理。具體而言，控制部32使響應速度R及響應速度Q恢復為預先記憶於記憶部34之初始值RX、QX。 (變化例) 上述各實施形態之相關說明係依本發明而完成之自行車用控制裝置所能採取之形態之示例，並非意欲限制其形態。依本發明而完成之自行車用控制裝置例如可採取以下所示之上述各實施形態之變化例、及互不矛盾之至少2個變化例組合而成之形態。 ・亦可將圖2之馬達控制變更為圖19所示之馬達控制。於圖19之馬達控制中，控制部32於步驟S11中運算人力驅動力T，不實施行駛模式之判定便進入至步驟S13。控制部32於步驟S13中基於第1映射、傾斜角度D、曲柄之旋轉速度N、及人力驅動力T而運算修正驅動力TX，然後進入至步驟S14。於該變化例中，自行車用控制裝置30僅具備1個行駛模式，且未記憶第2映射而僅記憶有第1映射。 ・亦可將圖2之馬達控制變更為圖20所示之馬達控制。於圖20之馬達控制中，控制部32於步驟S11中運算人力驅動力T，不實施行駛模式之判定便進入至步驟S17。控制部32於步驟S17中基於第2映射、傾斜角度D、曲柄之旋轉速度N、及人力驅動力T而運算修正驅動力TX，然後進入至步驟S14。於該變化例中，自行車用控制裝置30僅具備1個行駛模式，且未記憶第1映射而僅記憶有第2映射。 ・亦可將圖2之馬達控制變更為圖21所示之馬達控制。修正部48可設定為並非修正人力驅動力T，而是修正輸出運算部50基於人力驅動力T所運算出之馬達輸出TM之構成。於圖21之馬達控制中，控制部32於步驟S21中運算人力驅動力T。其次，控制部32於步驟S22中藉由使人力驅動力T乘以特定值而運算馬達輸出TM。其次，控制部32於步驟S23中判定當前之行駛模式是否為第1模式。控制部32於判定行駛模式為第1模式時，移行至步驟S24。控制部32於步驟S24中基於第1映射、傾斜角度D、曲柄之旋轉速度N、及馬達輸出TM而運算修正輸出TD，然後移行至步驟S25。另一方面，控制部32於在步驟S23中判定當前之行駛模式非第1模式時，即當前之行駛模式為第2模式時，移行至步驟S27。控制部32於步驟S27中基於第2映射、傾斜角度D、曲柄之旋轉速度N、及馬達輸出TM而運算修正輸出TD，然後移行至步驟S25。 控制部32於步驟S25中判定人力驅動力T是否下降。控制部32於在步驟S25中判定人力驅動力T下降時，於步驟S26中基於修正輸出TD而控制馬達22，經過特定週期後再次自步驟S21起執行處理。 控制部32於在步驟S25中判定人力驅動力T並未下降時，於步驟S28中判定馬達輸出TM是否大於修正輸出TD。控制部32於在步驟S28中判定馬達輸出TM大於修正輸出TD時，於步驟S29中基於馬達輸出TM而控制馬達22，經過特定週期後再次自步驟S21起執行處理。 另一方面，控制部32於在步驟S28中判定馬達輸出TM為修正輸出TD以下時，於步驟S26中基於修正輸出TD而控制馬達22，經過特定週期後再次自步驟S21起執行處理。 ・於第1及第2實施形態中，控制部32亦可構成為不拘於曲柄之旋轉速度N，根據傾斜角度D而變更響應速度R。具體而言，控制部32亦可使用僅包含傾斜角度D與時間常數K之關係之第1映射及第2映射而設定時間常數K。即，控制部32不拘曲柄之旋轉速度N，根據傾斜角度D而設定時間常數K。 ・於第1及第2實施形態中，控制部32係使用第1映射或第2映射而設定時間常數K，但亦可使用運算式代替映射而設定時間常數K。於該情形時，記憶部34中記憶有與行駛模式相應之運算式(例如，上述數式(1)及數式(2))。 ・於第1及第2實施形態中，控制部32於第1模式及第2模式下係根據傾斜角度D而階段性地變更響應速度R，但亦可根據傾斜角度D而連續性地變更響應速度R。於該情形時，例如藉由根據傾斜角度D而變化之函數運算出上述數式(1)及數式(2)中使用之修正值C1、A2、B。 ・於第1實施形態中，亦可為當於下坡路上人力驅動力T增加時，下坡路上之傾斜角度D越大，則控制部32越為降低響應速度Q。 ・於第2實施形態中，亦可將人力驅動力T之增加幅度設定為較響應速度Q設定為初始值QX之情形時之人力驅動力T之增加幅度低。於該情形時，響應速度Q越高於初始值QX，則修正驅動力TX之增加幅度越接近於人力驅動力T之增加幅度。響應速度Q越低於初始值QX，則修正驅動力TX之增加幅度越慢於人力驅動力T之增加幅度。於該變化例中，亦可為控制部32於人力驅動力T增加時，並非藉由人力驅動力T乘以或加上修正值CX而使響應速度Q變化，而是變更時間常數K藉此使響應速度Q變化。具體而言，將與初始值QX對應之時間常數K設定為大於0之值。於該情形時，例如，自圖8之時刻t30起至時刻t31止之期間X2的馬達輸出TM之增加幅度較自時刻t31起至時刻t32止之期間X2的馬達輸出TM之增加幅度更接近於人力驅動力T之增加幅度。又，自圖9之時刻t40起至時刻t41止之期間X2的馬達輸出TM之增加幅度較自時刻t41起至時刻t42止之期間X2的馬達輸出TM之增加幅度更接近於人力驅動力T之增加幅度。 ・於第2實施形態中，亦可省略第1模式及第2模式中之一者。例如，在省略第2模式之情形時，於圖7之馬達控制中，控制部32亦可省略步驟S32、S38、S39、及S40。於該情形時，控制部32在執行步驟S31之處理後，移行至步驟S33。在省略第1模式之情形時，於圖7之馬達控制中，控制部32亦可省略步驟S32、S33、S34、及S37。於該情形時，控制部32在執行步驟S31之處理後，移行至步驟S38。 ・於第3實施形態中，控制部32亦可進行車速V是否為第2速度V2以上之判定處理而代替步驟S44之判定處理。於一例中，第2速度V2設定為時速15 km。控制部32反覆進行步驟S44之判定處理，直至車速V成為第2速度V2以上為止。控制部32於車速V成為第2速度V2以上之情形時，移行至步驟S45。 ・於第3實施形態中，控制部32亦可進行車速V是否為第2速度V2以上之判定處理而代替步驟S50之判定處理。控制部32於車速V成為第2速度V2以上之情形時，移行至步驟S51。 ・於第3實施形態中，亦可不使響應速度R及響應速度Q中之一者於自行車10開始行駛起特定期間PX1以內之情形時與經過特定期間PX1後之情形時不同。具體而言，控制部32於圖10之步驟S43及步驟S47之至少一者中，僅變更響應速度R及響應速度Q中之一者，而不變更另一者。 ・於第3實施形態中，亦可自圖10及圖11之流程圖省略步驟S44及步驟S50中之至少一者。於省略步驟S44之情形時，控制部32執行步驟S43或步驟S47之處理後結束處理。於該情形時，控制部32亦可於在步驟S46中判定俯仰角度DA為第2特定角度DX2以上之情形時，移行至步驟S45。於省略步驟S50之情形時，控制部32執行步驟S49或步驟S53之處理後結束處理。於該情形時，控制部32亦可於在步驟S52中判定俯仰角度DA為第2特定角度DX2以上之情形時，移行至步驟S51。 ・於第3實施形態中，控制部32亦可不使自行車10之車速V為第1速度V1以下之情形時之響應速度R、Q與自行車10之車速V超過第1速度V1之情形時之響應速度R、Q不同。 ・於第3實施形態及其變化例中，亦可自圖10及圖11之流程圖省略步驟S41及S48～S53。 ・於第3實施形態中，亦可變更為控制部32於使自行車10之車速V為第1速度V1以下之情形時之響應速度R、Q與自行車10之車速V超過第1速度V1之情形時之響應速度R、Q不同之情形時，僅使響應速度R及響應速度Q中之一者不同。例如，於圖10之步驟S43及S47中，僅變更響應速度R及響應速度Q中之一者，於圖11之步驟S49及S53中，僅變更響應速度R及響應速度Q中之一者。 ・於第3實施形態及其變化例中，亦可變更為控制部32於根據自行車10之俯仰角度DA而使響應速度R、Q不同之情形時，僅使響應速度R及響應速度Q中之一者不同。例如，於圖10及圖11之步驟S43、S47、S49、及S53之至少一者中，僅變更響應速度R及響應速度Q中之一者，而不變更另一者。 ・於第3實施形態及其變化例中，亦可自圖10之流程圖省略步驟S46及S47。於該情形時，控制部32若於步驟S42中判定俯仰角度DA為第1特定角度DX1以下，則移行至步驟S44。 ・於第3實施形態及其變化例中，亦可自圖10之流程圖省略步驟S42及S43。於該情形時，控制部32若於步驟S41中判定車速V為第1速度V1以下，則移行至步驟S46。 ・於第3實施形態及其變化例中，亦可自圖11之流程圖省略步驟S52及S53。於該情形時，控制部32若於步驟S48中判定俯仰角度DA為第1特定角度DX1以下，則移行至步驟S50。 ・於第3實施形態及其變化例中，亦可自圖11之流程圖省略步驟S48及S49。於該情形時，控制部32若於步驟S41中判定車速V大於第1速度V1，則移行至步驟S52。 ・於第3實施形態及其變化例中，亦可設定為圖10之流程圖之步驟S47之處理結束後即結束流程圖。於圖10及圖11之流程圖中，亦可設定為步驟S53之處理結束後即結束流程圖。 ・於第4實施形態中，亦可自圖13之流程圖省略步驟S65、S66、及S67。於該情形時，控制部32於在步驟S61中判定俯仰角度DA為第1特定角度DX1以下之情形時，結束處理。 ・於第4實施形態中，亦可自圖13之流程圖省略步驟S61、S62、及S63。於該情形時，若向控制部32供給電力，則控制部32執行步驟S65之處理。 ・於第5實施形態中，亦可自圖14之流程圖省略步驟S74及S75。於該情形時，控制部32若於步驟S72中判定俯仰角度DA為第1特定角度DX1以下，則移行至步驟S76。 ・於第5實施形態中，亦可自圖14之流程圖省略步驟S72及S73。於該情形時，控制部32若於步驟S71中判定有步行模式下之馬達22驅動開始要求，則移行至步驟S74。 ・於第5實施形態及其變化例中，亦可使第2轉矩TY2根據自行車10之傾斜角度D而變更。於一例中，若自行車10於上坡路上之傾斜角度增大，則控制部32加大第2轉矩TY2。若自行車10於下坡路上之傾斜角度D增大，則控制部32縮小第2轉矩TY2。例如，控制部32如圖22所示，執行步驟S82而代替圖14之步驟S73之處理，執行步驟S83而代替圖14之步驟S75之處理，執行步驟S84之處理而代替圖14之步驟S76之處理。控制部32於步驟S82中將輸出轉矩TA之增加速度設定為第1增加速度，將第2轉矩TY2設定為第1值TZ1。控制部32於步驟S83中將輸出轉矩TA之增加速度設定為第2增加速度，將第2轉矩TY2設定為第2值TZ2。控制部32於步驟S84中將輸出轉矩TA之增加速度設定為第3增加速度，將第2轉矩TY2設定為第3值TZ3。第1值TZ1大於第3值TZ3。第2值TZ2小於第3值TZ3。因此，於俯仰角度DA大於第1特定角度DX1之情形時，控制部32以成為較俯仰角度DA為第2特定角度DX2以上且第1特定角度DX1以下之情形時大且第2轉矩TY2以下之方式控制馬達22。於俯仰角度DA未達第2特定角度DX2之情形時，控制部32以成為較俯仰角度DA為第2特定角度DX2以上且第1特定角度DX1以下之情形時小且第2轉矩TY2以下之方式控制馬達22。 ・亦可於圖22所示之變化例之步驟S82、S83、及S84之至少1個處理中，省略變更輸出轉矩TA之增加速度之處理。於該情形時，不拘自行車10之傾斜角度D，輸出轉矩TA之增加速度成為固定。 ・亦可自圖22所示之變化例之流程圖省略步驟S74及S83。於該情形時，控制部32若於步驟S72中判定俯仰角度DA為第1特定角度DX1以下，則移行至步驟S84。 ・亦可自圖22所示之變化例之流程圖省略步驟S72及S82。於該情形時，控制部32若於步驟S71中判定有步行模式下之馬達22驅動開始要求，則移行至步驟S74。 ・於第5實施形態中，控制部32亦可根據自行車10之傾斜角度D之變化量而變更馬達22之輸出轉矩TA之增加速度。於一例中，若自行車10於上坡路上之傾斜角度D之增加速度變大，則控制部32提高馬達22之輸出轉矩TA之增加速度。若自行車10於下坡路上之傾斜角度D之增加速度變大，則控制部32降低馬達22之輸出轉矩TA之增加速度。例如，控制部32於在圖14之步驟S73、S75、或S76中設定輸出轉矩TA之增加速度後，移行至圖23所示之步驟S85。控制部32於步驟S85中判定是否俯仰角度DA大於0且俯仰角度DA之增加速度變大。控制部32於判定俯仰角度DA大於0且俯仰角度DA之增加速度變大之情形時，移行至步驟S86。控制部32於步驟S86中提高輸出轉矩TA之增加速度，然後移行至步驟S78。控制部32於在步驟S85中得出俯仰角度DA為0以下之判定及俯仰角度DA之增加速度並未變大之判定中之至少一者之情形時，移行至步驟S87。控制部32於步驟S87中判定是否俯仰角度DA小於0且俯仰角度DA之減小速度變大。控制部32於判定俯仰角度DA小於0且俯仰角度DA之減小速度變大之情形時，移行至步驟S88。控制部32於步驟S88中降低輸出轉矩TA之增加速度，然後移行至步驟S78。控制部32於步驟S78中反覆進行自步驟S85起之處理，直至輸出轉矩TA成為第2轉矩TY2以上為止。控制部32於在步驟S78中判定輸出轉矩TA為第2轉矩TY2以上之情形時，移行至步驟S79。控制部32於在步驟S87中得出俯仰角度DA為0以上之判定及俯仰角度DA之減小速度並未變大之判定中之至少一者之情形時，移行至步驟S78。 ・亦可自圖23所示之變化例之流程圖省略步驟S87及S88。於該情形時，控制部32於在步驟S85中得出俯仰角度DA為0以下之判定及俯仰角度DA之增加速度並未變大之判定中之至少一者之情形時，移行至步驟S78。 ・亦可自圖23所示之變化例之流程圖省略步驟S85及S86。於該情形時，控制部32於步驟S77之處理後，移行至步驟S87。 ・於第6實施形態中，控制部32亦可不變更響應速度R。具體而言，控制部32於圖17之步驟S92之處理中變更響應速度Q，而不變更響應速度R。 ・於第6實施形態中，控制部32亦可自向控制部32供給電力起至自行車10開始行駛前，變更響應速度R、Q。例如，於圖17之流程圖中，將步驟S91與步驟S92對調。於該情形時，亦可為當自行車10停止時，控制部32進行步驟S92之處理。一旦自行車10開始行駛，控制部32便移行至步驟S91。控制部32若於步驟S91中判定自行車10已開始行駛，則移行至步驟S93。 ・於第7實施形態中，控制部32亦可不變更響應速度R。具體而言，控制部32於圖18之步驟S96之處理中變更響應速度Q，而不變更響應速度R。 ・於第7實施形態中，控制部32亦可自向控制部32供給電力起至自車速V成為大於0且第1速度V1以下前，變更響應速度R、Q。例如，於圖18之流程圖中，將步驟S95與步驟S96對調。於該情形時，亦可為當自行車10停止時，控制部32進行步驟S96之處理。控制部32若於步驟S95中判定車速V為第1速度V1以下，則移行至步驟S97。 ・控制部32亦可根據自行車10之傾斜角度D之變化而使響應速度R、Q變化。若自行車10於上坡路上之傾斜角度D之增加速度變大，則控制部32提高人力驅動力T上升之情形時之響應速度Q。若自行車10於上坡路上之傾斜角度D之增加速度變大，則控制部32降低響應速度R。例如，控制部32執行圖24所示之控制。控制部32於步驟S101中判定是否俯仰角度DA大於0且俯仰角度DA之增加速度變大。控制部32於判定俯仰角度DA大於0且俯仰角度DA之增加速度變大之情形時，移行至步驟S102。控制部32於步驟S102中降低響應速度R，提高響應速度Q，然後結束處理。控制部32於在步驟S101中得出俯仰角度DA為0以下之判定及俯仰角度DA之增加速度並未變大之判定中之至少一者之情形時，移行至步驟S103。控制部32於步驟S103中判定是否俯仰角度DA小於0且俯仰角度DA之減小速度變大。控制部32於判定俯仰角度DA小於0且俯仰角度DA之減小速度變大之情形時，移行至步驟S104。控制部32於步驟S104中提高響應速度R，降低響應速度Q，然後結束處理。控制部32於在步驟S103中得出俯仰角度DA為0以上之判定及俯仰角度DA之減小速度並未變大之判定中之至少一者之情形時，不變更響應速度R、Q即結束處理。於該變化例中，控制部32亦可於在步驟S102及步驟S104中變更響應速度R、Q後，經過特定期間後恢復響應速度R、Q。 ・亦可自圖24所示之變化例之流程圖省略步驟S103及S104。於該情形時，控制部32於在步驟S101中得出俯仰角度DA為0以下之判定及俯仰角度DA之增加速度並未變大之判定中之至少一者之情形時，結束處理。 ・亦可自圖24所示之變化例之流程圖省略步驟S101及S102。於該情形時，若向控制部32供給電力，則控制部32執行步驟S103之處理。 ・亦可為若於第1期間內自行車10之傾斜角度D由與上坡路對應之角度變為下坡路上之第3角度DX3以上，則控制部32降低人力驅動力T上升之情形時之響應速度Q。亦可為若於第1期間內自行車10之傾斜角度D由與上坡路對應之角度變為下坡路上之第3角度DX3以上，則控制部32提高響應速度R。第1期間較佳為設定於1秒～10秒之範圍內。於一例中，第1期間設定為3秒。第1期間較佳為預先記憶於記憶部34。記憶部34構成為可變更第1期間。例如，藉由對操作部14加以操作，或藉由外部之裝置，而變更記憶於記憶部34之第1期間。例如，控制部32執行圖25所示之控制。控制部32於步驟S105中判定俯仰角度DA是否已由大於0之角度變為小於0之第3角度DX3以下。控制部32於判定俯仰角度DA已由大於0之角度變為小於0之第3角度DX3以下之情形時，移行至步驟S106。控制部32於步驟S106中提高響應速度R，降低響應速度Q，然後結束處理。控制部32於在步驟S105中判定俯仰角度DA並未由大於0之角度變為小於0之第3角度DX3以下之情形時，不變更響應速度R、Q即結束處理。於該變化例中，控制部32亦可於在步驟S106中變更響應速度R、Q後，經過特定期間後恢復響應速度R、Q。於圖25之流程圖中，控制部32亦可不變更響應速度R。 ・控制部32亦可使用GPS(Global Positioning System，全球定位系統)及包含高度資訊之地圖資訊而取得傾斜角度D。又，控制部32亦可具備檢測氣壓等之高度檢測感測器，從而除使用GPS之資訊以外還使用高度檢測感測器之輸出而精度良好地取得傾斜角度D。傾斜檢測部亦可包含GPS接收器、記憶有地圖資訊之記憶體、高度檢測感測器，藉由GPS所得之傾斜角度D之資訊例如亦可經由自行車碼表(cycle computer)或智慧型手機等而輸入至控制部32。控制部32亦可藉由騎乘者之輸入而取得傾斜角度D。 ・亦可將低通濾波器52變更為移動平均濾波器。總而言之，只要是可變更馬達22對人力驅動力T之變化之響應速度R之構成，便可採用任何構成。 ・控制部32亦可基於人力驅動力T及曲柄之旋轉速度N而運算傾斜角度D。於該情形時，控制部32係以例如人力驅動力T越大且曲柄之旋轉速度N越低則俯仰角度DA越大之方式進行運算。即，控制部32係按照人力驅動力T越大且曲柄之旋轉速度N越低則上坡路上之傾斜角度D越大，人力驅動力T越小且曲柄之旋轉速度N越高則下坡路上之傾斜角度D越大而進行判斷。又，於該變化例中，亦可除使用人力驅動力T及曲柄之旋轉速度N以外還使用自行車10之車速而運算傾斜角度D。 ・控制部32亦可使用自行車10之車速而推定曲柄之旋轉速度N。例如，控制部32使用輪胎徑及自行車10之變速比而推定曲柄之旋轉速度N。(First Embodiment) A bicycle equipped with a bicycle control device according to an embodiment will be described with reference to Fig. 1. The bicycle 10 includes a driving mechanism 12, an operation unit 14, a battery 16, an assist device 18, and a bicycle control device 30. The bicycle 10 is, for example, a mountain bike, or a road bike or a city bike. The driving mechanism 12 includes a crank 12A and a pedal 12D. The crank 12A includes a crank shaft 12B and a crank arm 12C. The driving mechanism 12 transmits a human driving force applied to the pedal 12D to the rear wheels (not shown). The drive mechanism 12 is configured, for example, to transmit rotation of a crank to a rear wheel via a chain, a belt, or a shaft (all illustrations are omitted). The drive mechanism 12 includes a rotating body (not shown) before being coupled to the crankshaft 12B via a one-way clutch (not shown). The one-way clutch is configured to rotate the front rotating body forward when the crank 12A is turned forward, and does not rotate the front rotating body backward when the crank 12A is turned backward. The front rotating body includes a sprocket, a pulley, or a helical gear (all illustrations are omitted). The front rotating body may be coupled to the crank shaft 12B without a one-way clutch. The operation section 14 is provided on the bicycle 10. The operation portion 14 is attached to a handlebar (not shown) of the bicycle 10. The operation unit 14 can communicate with the control unit 32 of the bicycle control device 30. The operation unit 14 is communicably connected to the control unit 32 of the bicycle control device 30 by a wired or wireless method. The operation unit 14 includes, for example, an operation member, a sensor that detects movement of the operation member, and a circuit that communicates with the control unit 32 based on an output signal of the sensor. The operation section 14 includes one or more operation members for changing the running mode of the motor 22. Each operation member includes a push switch, a lever switch, or a touch panel. When the rider operates the operation section 14, the operation section 14 sends a switching signal for switching the running mode of the bicycle 10 to the control section 32. The driving mode includes a first mode and a second mode. The first mode is a mode suitable for driving on rough and treacherous roads. The second mode is a mode suitable for driving on a flat road. The battery 16 includes one or a plurality of battery cells. The battery unit contains a rechargeable battery. The battery 16 is electrically connected to the motor 22 of the auxiliary device 18 and supplies power to the motor 22. The battery 16 supplies power to the bicycle control device 30 and other electrical components mounted on the bicycle 10 and electrically connected to the battery 16 in a wired manner. The auxiliary device 18 includes a driving circuit 20 and a motor 22. The drive circuit 20 controls the power supplied from the battery 16 to the motor 22. The motor 22 assists the advancement of the bicycle 10. The motor 22 includes an electric motor. The motor 22 is provided so as to transmit rotation to a human driving force transmission path from the pedal 12D to a rear wheel (not shown) or a front wheel (not shown). The motor 22 is provided on a frame (not shown), a rear wheel, or a front wheel of the bicycle 10. In one example, the motor 22 is coupled to a power transmission path from the crank shaft 12B to the front rotating body. It is preferable that a one-way clutch (not shown) be provided on the power transmission path between the motor 22 and the crank shaft 12B. The motor 22 is rotated by the rotational force of the crank. The auxiliary device 18 may also include a speed reducer that reduces the rotation of the motor 22 and outputs the speed reducer. The bicycle control device 30 includes a control unit 32. In one example, the bicycle control device 30 preferably further includes a memory unit 34, a tilt detection unit 36, a torque sensor 38, and a rotation angle sensor 40. The control unit 32 includes an arithmetic processing device that executes a preset control program. The arithmetic processing device includes, for example, a CPU (Central Processing Unit, central processing unit) or an MPU (Micro Processing Unit, microprocessing unit). The memory section 34 stores various control programs and information for various control processes. The memory unit 34 includes, for example, a non-volatile memory and a volatile memory. The tilt detection unit 36 detects a tilt angle D of the bicycle 10. The tilt detection unit 36 is communicably connected to the control unit 32 in a wired or wireless manner. The tilt detection unit 36 includes a three-axis gyro sensor 36A and a three-axis acceleration sensor 36B. The output of the tilt detection unit 36 includes information on the attitude angles of the three axes and the accelerations of the three axes. Furthermore, the attitude angles of the three axes are the pitch angle DA, the roll angle DB, and the yaw angle DC. Preferably, the three axes of the gyro sensor 36A and the three axes of the acceleration sensor 36B are the same. The tilt detection section 36 corrects the output of the gyro sensor 36A based on the output of the acceleration sensor 36B, and outputs a signal corresponding to the tilt angle D of the bicycle 10 to the control section 32. The inclination angle D of the bicycle 10 is an absolute value of the pitch angle DA. When the bicycle 10 is traveling on an uphill road, the pitch angle DA is positive. The greater the inclination angle D of the bicycle 10 on the uphill road, the greater the pitch angle DA. When the bicycle 10 is traveling on a downhill road, the pitch angle DA is negative. The larger the inclination angle D of the bicycle 10 on the downhill road, the smaller the pitch angle DA. The auxiliary device 18 may also be configured to include a single-axis acceleration sensor or a dual-axis acceleration sensor instead of the gyro sensor 36A and the acceleration sensor 36B. The torque sensor 38 outputs a signal corresponding to the human driving force T. The torque sensor 38 detects a human driving force T applied to the crank shaft 12B. The torque sensor 38 may be disposed between the crank shaft 12B and the front rotating body (not shown), may be disposed on the crank shaft 12B or the front sprocket, or may be disposed on the crank arm 12C or the pedal 12D. The torque sensor 38 can be realized using, for example, a strain sensor, a magnetic strain sensor, an optical sensor, and a pressure sensor, as long as it is a human driving force output and applied to the crank arm 12C or the pedal 12D. Any sensor can be used as the corresponding signal sensor. The rotation angle sensor 40 detects the rotation speed N of the crank and the rotation angle of the crank 12A. The rotation angle sensor 40 is mounted on a frame (not shown) of the bicycle 10 or a case (not shown) of the auxiliary device 18. The rotation angle sensor 40 includes a first element 40A that detects the magnetic field of the first magnet M1, and a second element 40B that outputs a signal corresponding to the positional relationship of the second magnet M2. The first magnet M1 is provided on the crank shaft 12B or the crank arm 12C, and is arranged coaxially with the crank shaft 12B. The first magnet M1 is a ring magnet, and a plurality of magnetic poles are alternately arranged in the circumferential direction. The first element 40A detects a rotation angle of the crank 12A with respect to the frame. When the first element 40A rotates one revolution of the crank 12A, an angle obtained by dividing 360 degrees by the number of magnetic poles of the same pole is output as a cycle signal. The minimum value of the rotation angle of the crank 12A that the rotation angle sensor 40 can detect is 180 degrees or less, preferably 15 degrees, and further preferably 6 degrees. The second magnet M2 is provided on the crank shaft 12B or the crank arm 12C. The second element 40B detects a reference angle of the crank 12A with respect to the frame (for example, an upper dead point or a lower dead point of the crank 12A). The second element 40B outputs a signal that uses one rotation of the crank shaft 12B as one cycle. Instead of the first element 40A and the second element 40B, the rotation angle sensor 40 may include a magnetic sensor that outputs a signal corresponding to a magnetic field strength. In this case, instead of the first magnet M1 and the second magnet M2, a ring magnet whose magnetic field intensity changes in the circumferential direction is coaxially provided on the crank shaft 12B with the crank shaft 12B. By using a magnetic sensor that outputs a signal corresponding to the magnetic field strength, one sensor can be used to detect the rotation speed N of the crank and the rotation angle of the crank 12A, thereby simplifying the construction and assembly. The control unit 32 controls the motor 22 based on the human driving force T. The control unit 32 uses the low-pass filter 52 to change the response speed of the motor 22 to changes in the human driving force T. The control unit 32 changes the response speed of the motor 22 when the human driving force T decreases. The response speed of the motor 22 when the human driving force T decreases is referred to as a response speed R. The control unit 32 changes the response speed R in accordance with the inclination angle D of the bicycle 10. The control unit 32 changes the response speed R in steps according to the inclination angle D of the bicycle 10. The control unit 32 changes the response speed R in accordance with the rotation speed N of the crank. The control unit 32 can switch between the first mode and the second mode according to the operation of the operation unit 14. In the first mode and the second mode, the response speeds R to the tilt angle D and the rotational speed N of the crank are different from each other. When the inclination angle D of the bicycle 10 on the uphill road increases, the control unit 32 decreases the response speed R of the motor 22. When the inclination angle D of the bicycle 10 on the uphill road becomes equal to or greater than the first angle D1, the control unit 32 makes the response speed R constant. Specifically, in the first mode, if the inclination angle D of the bicycle 10 on an uphill road increases, the control unit 32 decreases the response speed of the motor 22. In the first mode, if the inclination angle D of the bicycle 10 on the uphill road is equal to or greater than the first angle D1, the control unit 32 makes the response speed R constant. In the second mode, if the inclination angle D of the bicycle 10 on the uphill road increases, the control unit 32 decreases the response speed of the motor 22. When the inclination angle D of the bicycle 10 on the downhill road increases, the control unit 32 increases the response speed R. When the inclination angle D of the bicycle 10 on the downhill road becomes equal to or greater than the second angle D2, the control unit 32 makes the response speed R constant. Specifically, in the second mode, if the inclination angle D of the bicycle 10 on the downhill road increases, the control unit 32 increases the response speed R. In the second mode, when the inclination angle D of the bicycle 10 on the downhill road is equal to or greater than the second angle D2, the control unit 32 makes the response speed R constant. Similarly, in the first mode, if the inclination angle D of the bicycle 10 on the downhill road increases, the control unit 32 increases the response speed R, and if the inclination angle D of the bicycle 10 on the downhill road becomes the second angle D2 or more, The control unit 32 then makes the response speed R constant. The control unit 32 may control the motor 22 in the first mode in which the response speed R decreases as the crank rotation speed N increases. In the first mode, if the rotational speed N of the crank becomes equal to or higher than the first speed N1, the control unit 32 makes the response speed R constant. The control unit 32 can control the motor 22 in the second mode in which the response speed R increases when the crank rotation speed N increases. In the second mode, when the rotational speed N of the crank becomes equal to or greater than the second speed N2, the control unit 32 makes the response speed R constant. The control section 32 includes a mode switching section 42, a human driving force calculation section 44, an increase / decrease determination section 46, a correction section 48, and an output calculation section 50. The calculation processing device of the control unit 32 functions as a mode switching unit 42, a human driving force calculation unit 44, an increase / decrease determination unit 46, a correction unit 48, and an output calculation unit 50 by executing a program. The mode switching section 42 switches the running mode of the bicycle 10 based on a switching signal from the operation section 14. When the mode switching unit 42 receives a switching signal from the operation unit 14 intended to switch the driving mode to the first mode, it sends a signal intended to set a first mapping corresponding to the first mode stored in the storage unit 34 to the correction.部 48。 48. When the mode switching unit 42 receives a switching signal from the operation unit 14 intended to switch the driving mode to the second mode, it transmits a signal intended to set a second mapping corresponding to the second mode stored in the storage unit 34 to the correction.部 48。 48. The human power driving force calculation unit 44 calculates the human power driving force T based on the output from the torque sensor 38. The increase / decrease determination unit 46 determines whether the human power driving force T is increased or decreased. For example, calculate whether the human driving force T in the current computing cycle is increased or decreased compared to the human driving force T in the previous computing cycle. The correction unit 48 includes a low-pass filter 52 and a response speed setting unit 54. The correction unit 48 corrects the human driving force T. The low-pass filter 52 is a primary low-pass filter. The low-pass filter 52 corrects the human driving force T to the correction driving force TX using the time constant K. The larger the time constant K is, the lower the response speed R is, and the later the correction driving force TX changes with the change of the human driving force T. The response speed setting unit 54 sets a time constant K used in the low-pass filter 52. The response speed setting unit 54 sets the time constant K using the first map or the second map set by the mode switching unit 42, the inclination angle D, and the rotation speed N of the crank. The output calculation unit 50 determines the output of the motor 22 (hereinafter referred to as "motor output TM") based on the human driving force T. The output calculation unit 50 determines, for example, at least one of the motor torque and the number of motor revolutions as the motor output TM. The output calculation unit 50 selects one of the human driving force T and the correction driving force TX based on the determination result of the increase / decrease determination unit 46 and the comparison result of the human driving force T and the correction driving force TX, and based on the selected human driving The force T or the correction driving force TX determines the motor output TM. Specifically, when the human driving force T decreases, the output computing unit 50 determines a value obtained by multiplying the correction driving force TX by a specific value as the motor output TM. When the human driving force T increases and the human driving force T is smaller than the correction driving force TX, the output computing unit 50 determines a value obtained by multiplying the correction driving force TX by a specific value as the motor output TM. When the human driving force T increases and the human driving force T is equal to or higher than the correction driving force TX, the output computing unit 50 determines a value obtained by multiplying the human driving force T by a specific value as the motor output TM. It should be noted that the specific value is changed in accordance with driving modes in which the ratio of the motor output TM to the human driving force T is different. The running mode is switched by the rider's operation of the operation unit 14 and the like. The control unit 32 outputs a control signal to the drive circuit 20 based on the determined motor output TM. The motor control performed by the control unit 32 will be described with reference to FIG. 2. The motor control is repeatedly performed at a specific cycle while power is supplied to the control unit 32. The control unit 32 calculates the human driving force T in step S11. Next, the control unit 32 determines in step S12 whether the current driving mode is the first mode. When the control unit 32 determines that the running mode is the first mode, the control unit 32 proceeds to step S13. The control unit 32 calculates a correction driving force TX based on the first map, the tilt angle D, the rotational speed N of the crank, and the human driving force T in step S13, and then proceeds to step S14. The control unit 32 determines in step S14 whether the human driving force T has decreased. For example, when the human driving force T in the current calculation cycle is smaller than the human driving force T in the previous calculation cycle, the control unit 32 determines that the human driving force T is intended to decrease. When it is determined in step S14 that the human driving force T has decreased, the control unit 32 calculates the motor output TM based on the corrected driving force TX calculated in step S13 in step S15, and then proceeds to step S16. The control unit 32 controls the motor 22 based on the motor output TM in step S16, and executes the processing from step S11 again after a certain period. When the first mode is selected, the larger the inclination angle D on the uphill road is, the lower the response speed R is under the condition that the crank rotation speed N is unchanged. When the first mode is selected, if the inclination angle D on the uphill road is equal to or greater than the first angle D1, the response speed R becomes the first value R1. When the first mode is selected, under the condition that the inclination angle D does not change, if the crank rotation speed N increases, the response speed R decreases. When the first mode is selected, if the rotational speed N of the crank is equal to or higher than the first speed N1, the response speed R is fixed. As shown in FIG. 3, in the first map, the larger the pitch angle DA, the larger the time constant K with respect to the specific crank rotation speed N. Therefore, in the first map, the larger the inclination angle D on the uphill road, the larger the time constant K with respect to the specific crank rotation speed N, and the smaller the response speed R. The first line L11 in FIG. 3 shows the relationship between the crank rotation speed N and the time constant K when the pitch angle DA is the first pitch angle DA1. The first line L11 is indicated by a solid line. The second line L12 indicates the relationship between the rotational speed N of the crank and the time constant K when the pitch angle DA is the second pitch angle DA2. The second line L12 is indicated by a dotted line. The third line L13 indicates the relationship between the rotational speed N of the crank and the time constant K when the pitch angle DA is the third pitch angle DA3. The third line L13 is indicated by a one-dot chain line. The first pitch angle DA1, the second pitch angle DA2, and the third pitch angle DA3 have a relationship of "DA1> DA2> DA3". The first pitch angle DA1 is, for example, a pitch angle DA of the bicycle 10 corresponding to a 10% slope of the road, and is expressed as a positive value. When the pitch angle DA is the first pitch angle DA1, the tilt angle D of the bicycle 10 on the uphill road is the first angle D1. In one example, the first pitch angle DA1 is +5. 7 degrees, the second pitch angle DA2 is +2. 8 degrees, the third pitch angle DA3 is 0 degrees. In the first map, the time constant K is set to be fixed when the pitch angle DA is equal to or greater than the first pitch angle DA1. As shown by the first line L11, when the pitch angle DA is the first pitch angle DA1, regardless of the rotational speed N of the crank, the first specific value K1 is selected as the time constant K. In the first map, when the pitch angle DA does not reach the first pitch angle DA1, the time constant K increases as the crank rotation speed N increases. According to the first map, when the pitch angle DA does not reach the first pitch angle DA1, the time constant K is fixed if the rotational speed N of the crank becomes equal to or greater than the first speed N1. In one example, the time constant K when the pitch angle DA does not reach the first pitch angle DA1 and the rotational speed N of the crank is greater than the first speed N1 is equal to the time constant K1 when the pitch angle DA is greater than the first pitch angle DA1. As shown by the second line L12, when the pitch angle DA is the second pitch angle DA2, the higher the crank rotation speed N, the more linearly the time constant K increases. When the crank rotation speed N becomes the first speed N1 or more, The time constant K becomes the first specific value K1. As shown by the third line L13, when the pitch angle DA is the third pitch angle DA3, the higher the crank rotation speed N, the more linearly the time constant K increases. When the crank rotation speed N becomes the first speed N1 or more, The time constant K becomes the first specific value K1. When the pitching angle DA is the third pitching angle DA3, the time constant K is smaller than the pitching angle DA as the second pitching angle under the condition that the cranking speed N of the crank is not in the range of the first speed N1. Time constant K at DA2. The relationship between the rotational speed N of the crank in the first map and the time constant K within a range below the first speed N1 is set in advance using the first calculation formula. The first calculation formula includes a coefficient determined based on the inclination angle D. The first calculation formula is expressed by the following formula (1), for example. K = (4 x A1 x N) + (L1 x A2) ... (1) "L1" is a constant. "N" is the rotation speed N of the crank. "A1" is a coefficient determined based on the inclination angle D. "A2" is a coefficient determined based on the inclination angle D. "A1" is set so that the larger the inclination angle D is, the smaller it is. "A2" is set so that the larger the inclination angle D, the larger. Table 1 shows an example of the relationship between "A1" and [A2] and the inclination angle D. [Table 1] As shown in FIG. 2, when it is determined in step S12 that the current driving mode is not the first mode, that is, when the current driving mode is the second mode, the control unit 32 proceeds to step S17. The control unit 32 calculates the correction driving force TX based on the second map, the tilt angle D, the rotational speed N of the crank, and the human driving force T in step S17, and then proceeds to step S14. The control unit 32 determines in step S14 whether the human driving force T has decreased. When the control unit 32 determines that the human driving force T has decreased in step S14, the control unit 32 calculates the motor output TM based on the modified driving force TX calculated in step S17 in step S15, and then proceeds to step S16. The control unit 32 controls the motor 22 based on the motor output TM in step S16, and executes processing again from step S11 after a certain period. When the second mode is selected, the larger the inclination angle D on the downhill road is, the higher the response speed R is under the condition that the crank rotation speed N is unchanged. When the second mode is selected, if the inclination angle D on the downhill road is equal to or smaller than the second angle D2, the response speed R becomes the second value R2. At the second value R2, the response speed R is the highest. In one example, the second value R2 is equal to the response speed R when the human driving force T rises. When the second mode is selected, under the condition that the inclination angle D does not change, the response speed R increases as the crank rotation speed N increases. When the second mode is selected, if the rotational speed N of the crank becomes equal to or higher than the second speed N2, the response speed R becomes constant. As shown in FIG. 4, in the second map, the larger the pitch angle DA, the larger the time constant K with respect to the specific crank rotation speed N. Therefore, according to the second map, the larger the inclination angle D on the downhill road, the smaller the time constant K with respect to the specific crank rotation speed N, and the smaller the response speed R. The first line L21 in FIG. 4 shows the relationship between the crank rotation speed N and the time constant K when the pitch angle DA is the fourth pitch angle DA4. The first line L21 is indicated by a solid line. The second line L22 indicates the relationship between the rotational speed N of the crank and the time constant K when the pitch angle DA is the fifth pitch angle DA5. The second line L22 is indicated by a one-dot chain line. The third line L23 indicates the relationship between the rotational speed N of the crank and the time constant K when the pitch angle DA is the sixth pitch angle DA6. The third line L23 is indicated by a long dashed line. The fourth line L24 indicates the relationship between the rotation speed N of the crank and the time constant K when the pitch angle DA is the seventh pitch angle DA7. The fourth line L24 is indicated by a short dashed line. The fifth line L25 indicates the relationship between the crank rotation speed N and the time constant K when the pitch angle DA is the eighth pitch angle DA8. The fifth line L25 is indicated by a two-dot chain line. The fourth pitch angle DA4, the fifth pitch angle DA5, the sixth pitch angle DA6, the seventh pitch angle DA7, and the eighth pitch angle DA8 have a relationship of "DA4 <DA5 <DA6 <DA7 <DA8". The fourth pitch angle DA4 is, for example, a pitch angle DA of the bicycle 10 corresponding to the slope of the road -10%, and is expressed as a negative value. When the pitch angle DA is the fourth pitch angle DA4, the tilt angle D of the bicycle 10 on the downhill road is the second angle D2. In one example, the fourth pitch angle DA4 is -5. 7 degrees, the fifth pitch angle DA5 is -2. 8 degrees, the sixth pitch angle DA6 is 0 degrees, and the seventh pitch angle DA7 is +2. 8 degrees, the 8th pitch angle DA8 is +5. 7 degrees.  In the second mapping, When the pitch angle DA is equal to or smaller than the fourth pitch angle DA4, The time constant K becomes fixed. As shown on the first line L21, When the pitch angle DA is the fourth pitch angle DA4, Not limited to the rotation speed N of the crank, The second specific value K2 is selected as the time constant K. The second specific value K2 is, for example, "0".  In the second mapping, When the pitch angle DA is greater than the fourth pitch angle DA4, As the cranking speed N increases, the time constant K decreases. In the second mapping, When the pitch angle DA is greater than the fourth pitch angle DA4, When the rotational speed N of the crank becomes equal to or greater than the second speed N2, the time constant K becomes constant. In one example, The time constant K when the pitch angle DA is greater than the fourth pitch angle DA4 and the rotational speed N of the crank is equal to or higher than the second speed N2 is equal to the time constant K2 when the pitch angle DA is equal to or lower than the fourth pitch angle DA4.  As shown by the second line L22, When the pitch angle DA is the fifth pitch angle DA5, The higher the crank rotational speed N, the more exponentially the time constant K decreases, When the rotational speed N of the crank becomes equal to or higher than the second speed N2, The time constant K becomes the second specific value K2.  As shown on the third line L23, When the pitch angle DA is the sixth pitch angle DA6, The higher the crank rotational speed N, the more exponentially the time constant K decreases, When the rotational speed N of the crank becomes equal to or higher than the second speed N2, The time constant K becomes the second specific value K2. When the pitch angle DA is the sixth pitch angle DA6, Under the condition that the rotation speed N of the crank is the same as the rotation speed N of the crank in a range that does not reach the second speed N2, The time constant K is greater than the time constant K when the pitch angle DA is the fifth pitch angle DA5.  As shown on line 4 L24, When the pitch angle DA is the seventh pitch angle DA7, The higher the crank rotational speed N, the more exponentially the time constant K decreases, When the rotational speed N of the crank becomes equal to or higher than the second speed N2, The time constant K becomes the second specific value K2. When the pitch angle DA is the seventh pitch angle DA7, Under the condition that the rotation speed N of the crank is the same as the rotation speed N of the crank in a range that does not reach the second speed N2, The time constant K is greater than the time constant K when the pitch angle DA is the sixth pitch angle DA6.  As shown on line 5 L25, When the pitch angle DA is the eighth pitch angle DA8, The higher the crank rotational speed N, the more exponentially the time constant K decreases, When the rotational speed N of the crank becomes equal to or higher than the second speed N2, The time constant K becomes the second specific value K2. When the pitch angle DA is the eighth pitch angle DA8, Under the condition that the rotation speed N of the crank is the same as the rotation speed N of the crank in a range that does not reach the second speed N2, The time constant K is greater than the time constant K when the pitch angle DA is the seventh pitch angle DA7.  The relationship between the rotation speed N of the crank in the second map and the time constant K in a range below the second speed N2 is set in advance using the second calculation formula. The second expression includes a coefficient determined based on the pitch angle DA. The second calculation formula is expressed by the following formula (2), for example.  K = (L2 × B) ÷ 100 ÷ N × 1000 ... (2) "L2" is a constant. "N" is the rotation speed N of the crank. "B" is a coefficient determined based on the pitch angle DA. "B" is set so that the larger the pitch angle DA, the larger. Table 2 shows an example of the relationship between "B" and the pitch angle DA.  [Table 2] as shown in picture 2, When the control unit 32 determines in step S14 that the human driving force T has not decreased, In step S18, it is determined whether the human driving force T is greater than the correction driving force TX. When the control unit 32 determines in step S18 that the human driving force T is greater than the correction driving force TX, Calculating the motor output TM based on the human driving force T in step S19, Then, the process proceeds to step S16. The control unit 32 controls the motor 22 based on the motor output TM in step S16, After a certain period has elapsed, processing is executed again from step S11.  on the other hand, When the control unit 32 determines in step S18 that the human driving force T is equal to or less than the correction driving force TX, Calculating the motor output TM based on the corrected driving force TX in step S15, Then, the process proceeds to step S16. The control unit 32 controls the motor 22 based on the motor output TM in step S16, After a certain period has elapsed, processing is executed again from step S11. which is, During the period when the human driving force T increases, The motor 22 is controlled based on the larger of the human driving force T and the correction driving force TX.  An example of motor control when the first mode is selected will be described with reference to FIG. 5. Fig. 5 (a) shows the relationship between time and human driving force T. Fig. 5 (b) shows the relationship between time and pitch angle DA. Fig. 5 (c) shows the relationship between time and motor output TM. FIG. 5 shows the running state of the bicycle 10 when the rotation speed N of the crank is fixed. In Figure 5 (c), The solid line indicates the motor output TM when the inclination angle D changes during driving, The two-point chain line indicates the motor output TM when the inclination angle D does not change during driving.  From time t10 to time t11 in FIG. 5, a period during which the pitch angle DA is equal to or higher than the first pitch angle DA1 is shown. During that period, When the human driving force T increases, That is, when the crank arm 12C (see FIG. 1) rotates from the top dead center or the bottom dead center toward the middle angle between the top dead center and the bottom dead center, If the human driving force T is greater than the correction driving force TX, Then, the motor output TM changes with an increase range substantially equal to the increase range of the human driving force T. also, When the human driving force T decreases, That is, when the crank arm 12C (see FIG. 1) rotates from the middle angle of the top dead center to the bottom dead center, The motor output TM is reduced by a smaller magnitude than that of the human driving force T.  Time t11 indicates a time when the pitch angle DA is equal to or smaller than the first pitch angle DA1 and larger than the second pitch angle DA2. at this time, The control unit 32 reduces the time constant K in accordance with the pitch angle DA. therefore, The reduction of the correction driving force TX is larger than the period from time t10 to time t11, The reduction of the correction driving force TX is close to the reduction of the human driving force T. therefore, The reduction of the motor output TM is close to the reduction of the human driving force T. which is, The response speed R of the motor 22 to a change in the human driving force T increases. When the pitch angle DA is maintained below the first pitch angle DA1 and larger than the second pitch angle DA2, The control unit 32 controls the motor 22 at a fixed response speed R when the human driving force T decreases.  Time t12 indicates a time when the pitch angle DA is equal to or smaller than the second pitch angle DA2 and larger than the third pitch angle DA3. therefore, The reduction of the correction driving force TX is larger than the period from time t11 to t12. therefore, The reduction in the motor output TM is closer to the reduction in the human driving force T. which is, The response speed R of the motor 22 to a change in the human driving force T increases. When maintaining the state where the pitch angle DA is equal to or greater than the third pitch angle DA3, The control unit 32 controls the motor 22 at a fixed response speed R when the human driving force T decreases.  Referring to Figure 6, An example of motor control when the second mode is selected will be described. Fig. 6 (a) shows the relationship between time and human driving force T. Fig. 6 (b) shows the relationship between time and pitch angle DA. Fig. 6 (c) shows the relationship between time and motor output TM. FIG. 6 shows the running state of the bicycle 10 when the rotation speed N of the crank is fixed. In Figure 6 (c), The solid line shows an example of the execution of the motor control when the inclination angle D changes during driving. The two-point chain line shows an example of the execution of motor control when the inclination angle D does not change during driving.  From time t20 to time t21 in FIG. 6, a period during which the pitch angle DA is equal to or smaller than the sixth pitch angle DA6 and greater than the fifth pitch angle DA5 is shown. During that period, If the human driving force T is greater than the correction driving force TX, When the human driving force T increases, The motor output TM changes with an increase range substantially equal to the increase range of the human driving force T. also, When the human driving force T decreases, The motor output TM is reduced by a smaller magnitude than that of the human driving force T.  The time t21 indicates a time when the pitch angle DA is equal to or smaller than the fifth pitch angle DA5 and larger than the fourth pitch angle DA4. at this time, The control unit 32 reduces the time constant K in accordance with the pitch angle DA. therefore, The reduction of the correction driving force TX increases, The reduction of the correction driving force TX is close to the reduction of the human driving force T. therefore, The reduction of the motor output TM is close to the reduction of the human driving force T. which is, The response speed R of the motor 22 to a change in the human driving force T increases. When maintaining the state where the pitch angle DA is less than the fifth pitch angle DA5 and larger than the fourth pitch angle DA4, The control unit 32 controls the motor 22 at a fixed response speed R when the human driving force T decreases.  Time t22 indicates a time when the pitch angle DA is equal to or lower than the fourth pitch angle DA4. at this time, The control unit 32 sets the time constant K to "0". therefore, The reduction of the correction driving force TX increases, The reduction of the correction driving force TX becomes substantially equal to the reduction of the human driving force T. therefore, The decrease in the motor output TM becomes substantially equal to the decrease in the human driving force T. which is, The response speed R of the motor 22 to a change in the human driving force T increases. When the pitch angle DA is maintained below the fourth pitch angle DA4, The control unit 32 controls the motor 22 at a fixed response speed R when the human driving force T decreases.  The function and effect of the bicycle control device 30 will be described.  The bicycle control device 30 can maintain the state that the greater the inclination angle D of the uphill road, the greater the motor output TM, Therefore, the load on the rider can be reduced when driving on an uphill road. The bicycle control device 30 causes the motor output TM to change in a timely manner in response to a change in the human driving force T on a downhill or flat road. Therefore, it is easy for the rider to control the bicycle 10 when driving on a downhill or flat road.  When bicycle 10 is climbing on a rough off-road, compared to when bicycle 10 is climbing on a flat road, The force behind the bicycle 10 is greater, However, if the bicycle control device 30 is used, By selecting the first mode, it is difficult for the rider to feel the deficiency of the motor output TM.  (Second Embodiment) Referring to Fig. 1 and Figs. 7 to 9, The bicycle control device 30 according to the second embodiment will be described. The bicycle control device 30 according to the second embodiment changes the response speed Q of the motor 22 based on the inclination angle D when the human driving force T increases. The other components are the same as those of the bicycle control device 30 according to the first embodiment. therefore, For the configuration common to the first embodiment, The same symbols as those in the first embodiment are marked, Repeated description is omitted.  When the control unit 32 increases the human driving force T, Change the response speed of the motor 22. The response speed of the motor 22 when the human driving force T increases is referred to as a response speed Q. The control unit 32 may change the response speed Q stepwise in accordance with the inclination angle D of the bicycle 10. The control unit 32 may continuously change the response speed Q in accordance with the inclination angle D of the bicycle 10.  If the inclination angle D of the bicycle 10 on the uphill road increases, Then, the control unit 32 increases the response speed Q. If the inclination angle D of the bicycle 10 on the uphill road increases, Then, the control unit 32 increases the response speed Q of the motor 22 when the human driving force T rises. If the inclination angle D of the bicycle 10 on the uphill road is greater than or equal to the first angle D1, When the control unit 32 increases the human driving force T, the response speed Q is fixed.  If the inclination angle D of the bicycle 10 on the downhill road increases, Then, the control section 32 reduces the response speed Q. If the inclination angle D of the bicycle 10 on the downhill road increases, The control unit 32 reduces the response speed Q when the human driving force T rises. If the inclination angle D of the bicycle 10 on the downhill road becomes greater than the second angle D2, When the control unit 32 increases the human driving force T, the response speed Q is fixed.  The memory unit 34 stores a predetermined rising speed of the human driving force T, The third mapping and the fourth mapping of the relationship between the tilt angle D and the correction value CX. When the control unit 32 increases the human driving force T, The correction driving force TX is calculated by adding or multiplying the human driving force T by the correction value CX.  The third map specifies the correction value CX when the human driving force T increases in the first mode. In one example, The third map specifies that the greater the rising speed of the human driving force T, the larger the correction value CX, It is stipulated that the larger the pitch angle DA, the larger the correction value CX. The fourth map specifies the correction value CX when the human driving force T increases in the second mode. In one example, The fourth map specifies that the larger the rising speed of the human driving force T, the larger the correction value CX, It is stipulated that the larger the pitch angle DA, the smaller the correction value CX. In the third map, it may be specified that it has nothing to do with the rising speed of the human driving force T, The larger the pitch angle DA, the larger the correction value CX. In the fourth map, it may be specified that it has nothing to do with the rising speed of the human driving force T, The larger the pitch angle DA, the smaller the correction value CX.  The control unit 32 may also perform the following control: When a correction driving force TX is calculated by adding a human driving force T to a correction value CX, In the third mapping and the fourth mapping, If the rising speed of the human driving force T is less than a specific speed, The correction value CX is set to a negative value. The control unit 32 may also perform the following control: When the human driving force T is multiplied by the correction value CX to calculate the correction driving force TX, In the third mapping and the fourth mapping, If the rising speed of the human driving force T is less than a specific speed, The correction value CX is set to less than 1.  The motor control performed by the control unit 32 will be described with reference to FIG. 7. The motor control is repeatedly performed in a specific cycle in a state where power is supplied to the control unit 32.  The control unit 32 calculates the human power driving force T in step S31. Secondly, The control unit 32 determines in step S32 whether the current driving mode is the first mode. When the control unit 32 determines that the driving mode is the first mode, Go to step S33.  The control unit 32 determines in step S33 whether or not the human driving force T has decreased. When the control unit 32 determines that the human driving force T has decreased, Go to step S34. In step S34, the control unit 32 uses the first mapping, Tilt angle D, Crank rotation speed N, And human driving force T to calculate the correction driving force TX, Then, the process proceeds to step S35. The control unit 32 calculates the motor output TM based on the calculated corrected driving force TX in step S35, Then, the process proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, After a certain period has elapsed, the processing is executed again from step S31.  The control unit 32 determines in step S33 that the human driving force T has increased, Or when nothing has changed, Go to step S37. In step S37, the control unit 32 uses the third map, Tilt angle D, And human driving force T to calculate the correction driving force TX, Then, the process proceeds to step S35. in particular, The control unit 32 calculates a value obtained by multiplying or increasing the rising speed of the human driving force T by the correction value CX specified in the third map as the correction driving force TX. The control unit 32 calculates the motor output TM based on the calculated corrected driving force TX in step S35, Then, the process proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, After a certain period has elapsed, the processing is executed again from step S31.  When the control unit 32 determines in step S32 that the current driving mode is not the first mode, That is, when the current driving mode is the second mode, Go to step S38. The control unit 32 determines in step S38 whether the human driving force T has decreased. When the control unit 32 determines that the human driving force T has decreased, Go to step S39. In step S39, the control unit 32 uses the second mapping, Tilt angle D, Crank rotation speed N, And human driving force T to calculate the correction driving force TX, Then, the process proceeds to step S35. The control unit 32 calculates the motor output TM based on the calculated corrected driving force TX in step S35, Then, the process proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, After a certain period has elapsed, the processing is executed again from step S31.  When the control unit 32 determines that the human driving force T has increased in step S38, Go to step S40. In step S40, the control unit 32 uses the fourth map, Tilt angle D, And human driving force T to calculate the correction driving force TX, Then, the process proceeds to step S35. in particular, The control unit 32 calculates a value obtained by multiplying or increasing the rising speed of the human driving force T by the correction value CX specified in the fourth map as the correction driving force TX. The control unit 32 calculates the motor output TM based on the calculated corrected driving force TX in step S35, Then, the process proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, After a certain period has elapsed, the processing is executed again from step S31.  Referring to Figure 8, An example of motor control when the first mode is selected will be described. Fig. 8 (a) shows the relationship between time and human driving force T. FIG. 8 (b) shows the relationship between time and pitch angle DA. Fig. 8 (c) shows the relationship between time and motor output TM. FIG. 8 shows the running state of the bicycle 10 when the rotation speed N of the crank is fixed. In Figure 8 (c), The solid line indicates the motor output TM when the inclination angle D changes during driving, The two-point chain line indicates the motor output TM when the inclination angle D does not change during driving.  From time t30 to time t31 in FIG. 8, a period during which the pitch angle DA is equal to or higher than the first pitch angle DA1 is shown. A period X1 during which the correction driving force TX decreases during a period from time t30 to time t31, The human driving force T and the motor output TM change in the same manner as the period from time t11 to time t12 in FIG. 5. A period X2 during which the correction driving force TX rises during a period from time t30 to time t31, That is, when the crank arm 12C (see FIG. 1) rotates from the top dead center or the bottom dead center toward the middle angle between the top dead center and the bottom dead center, The motor output TM changes with a larger increase than the increase in the human driving force T.  Time t31 indicates a time when the pitch angle DA is equal to or smaller than the first pitch angle DA1 and larger than the second pitch angle DA2. A period X1 during which the correction driving force TX decreases during a period from time t31 to time t32, The human driving force T and the motor output TM change in the same manner as the period from time t11 to time t12 in FIG. 5. The control unit 32 has a period X2 during which the correction driving force TX rises during a period from time t31 to time t32, The response speed Q is reduced in accordance with the pitch angle DA. therefore, The increase of the correction driving force TX is smaller than the increase of the correction driving force TX during the period from time t30 to time t31.  Time t32 indicates a time when the pitch angle DA is equal to or smaller than the second pitch angle DA2 and larger than the third pitch angle DA3. The period X1 when the correction driving force TX decreases after time t32, The human driving force T and the motor output TM are changed in the same manner as after the time t12 in FIG. 5. The time period X2 during which the correction driving force TX of the control unit 32 rises after time t32, The response speed Q is reduced in accordance with the pitch angle DA. therefore, The increase of the correction driving force TX is smaller than the increase of the correction driving force TX during the period from time t31 to time t32.  Referring to Figure 9, An example of motor control when the second mode is selected will be described. Fig. 9 (a) shows the relationship between time and human driving force T. Fig. 9 (b) shows the relationship between time and pitch angle DA. Fig. 9 (c) shows the relationship between time and motor output TM. FIG. 9 shows the running state of the bicycle 10 when the rotation speed N of the crank is fixed. In Figure 9 (c), The solid line shows an example of the execution of the motor control when the inclination angle D changes during driving. The two-point chain line shows an example of the execution of motor control when the inclination angle D does not change during driving.  From time t40 to time t41 in FIG. 9, a period during which the pitch angle DA is equal to or lower than the sixth pitch angle DA6 and greater than the fifth pitch angle DA5 is shown. The period X1 during which the correction driving force TX decreases during the period from time t40 to time t41, The human power driving force T and the motor output TM change similarly to the period from time t21 to time t22 in FIG. 6. A period X2 during which the correction driving force TX rises during a period from time t40 to time t41, That is, when the crank arm 12C (see FIG. 1) rotates from the top dead center or the bottom dead center toward the middle angle between the top dead center and the bottom dead center, The motor output TM changes by a larger magnitude than that of the human driving force T.  Time t41 indicates a time when the pitch angle DA is equal to or smaller than the fifth pitch angle DA5 and larger than the fourth pitch angle DA4. A period X1 during which the correction driving force TX decreases during a period from time t41 to time t42, The human power driving force T and the motor output TM change similarly to the period from time t21 to time t22 in FIG. 6. The control unit 32 has a period X2 during which the correction driving force TX rises during a period from time t41 to time t42, The response speed Q is reduced in accordance with the pitch angle DA. therefore, The increase of the correction driving force TX is smaller than the increase of the correction driving force TX during the period from time t40 to time t41.  Time t42 indicates a time when the pitch angle DA is equal to or lower than the fourth pitch angle DA4. During the period X1 when the correction driving force TX decreases after time t42, The human driving force T and the motor output TM are changed in the same manner as after the time t22 in FIG. 6. The time period X2 during which the correction driving force TX rises at time t42 after the control unit 32, The response speed Q is reduced in accordance with the pitch angle DA. therefore, The increase of the correction driving force TX is smaller than the increase of the correction driving force TX during the period from time t41 to time t42.  (Third Embodiment) Refer to FIG. 1 Figure 10. And Figure 11, A bicycle control device 30 according to the third embodiment will be described. The bicycle control device 30 according to the third embodiment performs the control of changing the response speed Q in accordance with the vehicle speed V and the inclination angle D. The other components are the same as those of the bicycle control device 30 according to the first embodiment. therefore, For the configuration common to the first embodiment, The same symbols as those in the first embodiment are marked, Repeated description is omitted.  In this embodiment, The response speed R, when the control unit 32 shown in FIG. 1 sets the speed V of the bicycle 10 to the first speed V1 or less, Q and the response speed R when the speed V of the bicycle 10 exceeds the first speed V1, Q is different. The first speed V1 is preferably set to a vehicle speed V at which the bicycle 10 can start running. The first speed V1 is preferably set in a range from 1 km per hour to 10 km per hour. In one example, The first speed V1 is set to 3 km / h. The first speed V1 is preferably stored in the storage unit 34 in advance. The memory unit 34 is configured to be capable of changing the first speed V1. E.g, By operating the operation section 14, Or by an external device, The change is stored in the first speed V1 of the storage unit 34. The control unit 32 makes the response speed Q when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1 higher than the response speed Q when the vehicle speed V of the bicycle 10 exceeds the first speed V1. The control unit 32 makes the response speed R when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1 lower than the response speed R when the vehicle speed V of the bicycle 10 exceeds the first speed V1.  The control unit 32 sets the response speed R, Q The situation when the bicycle 10 starts to run within a specific period PX1 is different from the situation after the specific period PX1 has elapsed. The specific period PX1 is preferably set within a range of 1 second to 10 seconds. In one example, The specific period PX1 is set to 3 seconds. The specific period PX1 is preferably stored in the storage section 34 in advance. The memory unit 34 is configured to be able to change the specific period PX1. E.g, By operating the operation section 14, Or by an external device, The change is memorized in a specific period PX1 of the memory portion 34. The control unit 32 causes the response speed Q when the bicycle 10 starts running within a specific period PX1 to be higher than the response speed Q when a specific period PX1 has passed. The control unit 32 causes the response speed R when the bicycle 10 starts to run within a specific period PX1 to be lower than the response speed R when the bicycle passes the specific period PX1.  If the inclination angle D on the uphill road increases, The control unit 32 reduces the response speed R when the human driving force T decreases, Increase the response speed Q when the human driving force T rises. in particular, On an uphill road where the pitch angle DA is greater than the first specific angle DX1, The control unit 32 increases the response speed Q when the human driving force T increases. The first specific angle DX1 is set to a positive value, In one example, Set to 9 degrees.  If the inclination angle D on the downhill road increases, The control unit 32 increases the response speed R when the human driving force T decreases, Reduce the response speed Q when the human driving force T rises. in particular, On a downhill road where the pitch angle DA does not reach the second specific angle DX2, The control unit 32 increases the response speed Q when the human driving force T increases. The second specific angle DX2 is set to a negative value, In one example, Set it to -9 degrees.  Referring to FIGS. 10 to 12, Response speed R, The motor control of Q will be described. The motor control is repeatedly performed at a specific cycle while power is supplied to the control unit 32.  The control unit 32 determines in step S41 whether the vehicle speed V is equal to or lower than the first speed V1. When the control unit 32 determines that the vehicle speed V is equal to or lower than the first speed V1, The process proceeds to step S42. The control unit 32 determines in step S42 whether the pitch angle DA is larger than the first specific angle DX1. When the control unit 32 determines that the pitch angle DA is larger than the first specific angle DX1, Go to step S43. The control unit 32 reduces the response speed R in step S43, Increase response speed Q, Then, the process proceeds to step S44. E.g, The control unit 32 makes the response speed R lower than the initial value RX of the response speed R previously stored in the storage unit 34, The response speed Q is made higher than the initial value QX of the response speed Q previously stored in the storage unit 34. Response speed Q, Initial value of R QX, RX is preferably set to a value that is better for the case of driving on a flat road under the condition that the vehicle speed V is greater than the first speed V1.  The control unit 32 determines in step S44 whether or not the specific period PX1 has elapsed. For example, when the control unit 32 determines that the elapsed period from the time when the vehicle speed V is equal to or lower than the first speed V1 in step S41 is equal to or greater than the specific period PX1, It is determined that the specific period PX1 has passed. The control unit 32 repeatedly performs the determination processing of step S44, Until the specific period PX1 elapses. The specific period PX1 is preferably set within a range of 1 second to 10 seconds. In one example, The specific period PX1 is set to 3 seconds. When the control unit 32 has passed the specific period PX1, Go to step S45. The control unit 32 restores the response speed R and the response speed Q in step S45. With the processing of step S45, The response speed R and the response speed Q are set to the response speed R and the response speed Q before the change is made in step S43. E.g, The control unit 32 restores the response speed R and the response speed Q to the initial values RX, QX.  When the control unit 32 determines in step S42 that the pitch angle DA is not larger than the first specific angle DX1, The process proceeds to step S46. The control unit 32 determines in step S46 whether the pitch angle DA has not reached the second specific angle DX2. When the control unit 32 determines that the pitch angle DA is equal to or greater than the second specific angle DX2, End processing. therefore, When the bicycle 10 is on a road on which the pitch angle DA is below the first specific angle DX1 and above the second specific angle DX2, The control unit 32 does not change the response speed R, Q ends the process.  When the control unit 32 determines in step S46 that the pitch angle DA has not reached the second specific angle DX2, Go to step S47. The control unit 32 increases the response speed R in step S47, Reduce the response speed Q, Then, the process proceeds to step S44. E.g, The control unit 32 makes the response speed R higher than the initial value RX of the response speed R previously stored in the storage unit 34, The response speed Q is made lower than the initial value QX of the response speed Q previously stored in the memory 34. When the control unit 32 determines in step S46 that the pitch angle DA has not reached the second specific angle DX2, Increasing the response speed R in step S47, Reduce the response speed Q, Then, the process proceeds to step S44.  The control unit 32 determines in step S44 whether or not the specific period PX1 has elapsed. For example, when the control unit 32 determines that the elapsed period from the time when the vehicle speed V is equal to or lower than the first speed V1 in step S41 is equal to or greater than the specific period PX1, It is determined that the specific period PX1 has passed. The control unit 32 repeatedly performs the determination processing of step S44, Until the specific period PX1 elapses. When the control unit 32 has passed the specific period PX1, Go to step S45. The control unit 32 restores the response speed R and the response speed Q in step S45. With the processing of step S45, The response speed R and the response speed Q are set to the response speed R and the response speed Q before the change is made in step S47. E.g, The control unit 32 restores the response speed R and the response speed Q to the initial values RX, QX.  When the control unit 32 determines in step S41 that the vehicle speed V is higher than the first speed V1, Go to step S48. The control unit 32 determines in step S48 whether the pitch angle DA is larger than the first specific angle DX1. When the control unit 32 determines that the pitch angle DA is larger than the first specific angle DX1, Go to step S49. The control unit 32 reduces the response speed R in step S49, Increase response speed Q, Then, the process proceeds to step S50. E.g, The control unit 32 makes the response speed R lower than the initial value RX of the response speed R previously stored in the storage unit 34, The response speed Q is made higher than the initial value QX of the response speed Q previously stored in the storage unit 34. The control unit 32 sets the response speed R and the response speed Q in steps S49 to different sizes from those in the case of step S43. The control unit 32 makes, for example, the response speed R set in step S43 lower than the response speed R set in step S49, The response speed Q set in step S43 is made higher than the response speed Q set in step S49.  The control unit 32 determines in step S50 whether or not the specific period PX2 has elapsed. in particular, The control unit 32 changes the response speed R, When the elapsed period from Q becomes a certain period PX2 or more, It is determined that the specific period PX2 has passed. The specific period PX2 is preferably set within a range of 1 second to 10 seconds. In one example, The specific period PX2 is set to 3 seconds. The specific period PX2 is preferably stored in the memory unit 34 in advance. The memory unit 34 is configured to be able to change the specific period PX2. E.g, By operating the operation section 14, Or by an external device, The change is memorized in a specific period PX2 of the memory portion 34. The control unit 32 repeatedly performs the determination processing of step S50, Until the specific period PX2 elapses. When the control unit 32 has passed the specific period PX2, Go to step S51. The control unit 32 restores the response speed R and the response speed Q as they are in step S51. With the processing of step S51, The response speed R and the response speed Q are set to the response speed R and the response speed Q before the change is made in step S49. E.g, The control unit 32 restores the response speed R and the response speed Q to the initial values RX, QX.  When the control unit 32 determines in step S48 that the pitch angle DA is not larger than the first specific angle DX1, The process proceeds to step S52. The control unit 32 determines in step S52 whether the pitch angle DA has not reached the second specific angle DX2. When the control unit 32 determines that the pitch angle DA is equal to or greater than the second specific angle DX2, End processing. therefore, When the bicycle 10 is on a road on which the pitch angle DA is below the first specific angle DX1 and above the second specific angle DX2, The control unit 32 does not change the response speed R, Q ends the process.  When the control unit 32 determines in step S52 that the pitch angle DA has not reached the second specific angle DX2, Increasing the response speed R in step S53, Reduce the response speed Q, Then, the process proceeds to step S50. E.g, The control unit 32 makes the response speed R higher than the initial value RX of the response speed R previously stored in the storage unit 34, The response speed Q is made lower than the initial value QX of the response speed Q previously stored in the memory 34. The control unit 32 makes, for example, the response speed R set in step S53 higher than the response speed R set in step S49, The response speed Q set in step S53 is made lower than the response speed Q set in step S49.  The control unit 32 determines in step S50 whether or not the specific period PX2 has elapsed. in particular, The control unit 32 changes the response speed R, When the elapsed period from Q becomes a certain period PX2 or more, It is determined that the specific period PX2 has passed. The control unit 32 repeatedly performs the determination processing of step S50, Until the specific period PX2 elapses. When the control unit 32 has passed the specific period PX2, Go to step S51.  (Fourth Embodiment) Refer to FIG. 1 Figure 12, And Figure 13, A bicycle control device 30 according to the fourth embodiment will be described. The bicycle control device 30 according to the fourth embodiment performs the control of changing the output torque TA of the motor 22 in accordance with the inclination angle D. The other components are the same as those of the bicycle control device 30 according to the first embodiment. therefore, For the configuration common to the first embodiment, The same symbols as those in the first embodiment are marked, Repeated description is omitted.  In this embodiment, The control unit 32 shown in FIG. 1 is configured to control the motor 22 based on the human driving force T in the running mode. Thus, the motor 22 is controlled based on the human driving force T. In driving mode, The control unit 32 performs control such that the output torque TA of the motor 22 becomes equal to or less than a specific torque TY. The specific torque TY is changed according to the inclination angle D of the bicycle 10. The specific torque TY includes a first torque TY1. The first torque TY1 is set according to the output characteristics of the motor 22, It is set to a value smaller than the upper limit torque of the output torque TA of the motor 22 and located near the upper limit torque.  When the control unit 32 controls the motor 22 based on the human driving force T, The control is performed so that the output torque TA of the motor 22 becomes equal to or less than the first torque TY1. The first torque TY1 is changed in accordance with the inclination angle D of the bicycle 10. The storage unit 34 stores a fifth map defining the relationship between the first torque TY1 and the rotational speed N of the crank. A solid line L31 in FIG. 12 shows an example of the fifth mapping. The first torque TY1 is preferably set in accordance with the driving mode. If the inclination angle D of the bicycle 10 on the uphill road increases, The control unit 32 increases the first torque TY1. If the inclination angle D of the bicycle 10 on the downhill road increases, The control unit 32 reduces the first torque TY1.  Referring to FIG. 13, The motor control for changing the first torque TY1 according to the inclination angle D will be described. The motor control is repeatedly performed at a specific cycle while power is supplied to the control unit 32.  The control unit 32 determines in step S61 whether the pitch angle DA is larger than the first specific angle DX1. When the control unit 32 determines that the pitch angle DA is larger than the first specific angle DX1, The process proceeds to step S62. The control unit 32 increases the first torque TY1 in step S62. Then, the process proceeds to step S63. in particular, The control unit 32 switches the control of the motor 22 from the mapping using the relationship between the prescribed first torque TY1 shown in the solid line L31 in FIG. 12 and the rotational speed N of the crank to the prescribed first revolution shown in the broken line L32 in FIG. 12. Mapping of the relationship between the moment TY1 and the rotational speed N of the crank.  The control unit 32 determines in step S63 whether the pitch angle DA is larger than the first specific angle DX1. The control unit 32 repeatedly performs the determination processing of step S63, Until it is determined in step S63 that the pitch angle DA is larger than the first specific angle DX1. When the control unit 32 determines in step S63 that the pitch angle DA is equal to or less than the first specific angle DX1, In step S64, the first torque TY1 is restored as it is, Processing then ends. in particular, The control unit 32 switches the control of the motor 22 to a map that specifies the relationship between the first torque TY1 before the switching in step S62 and the rotational speed N of the crank.  When the control unit 32 determines in step S61 that the pitch angle DA is equal to or less than the first specific angle DX1, Go to step S65. The control unit 32 determines in step S65 whether the pitch angle DA has not reached the second specific angle DX2. When the control unit 32 determines that the pitch angle DA has not reached the second specific angle DX2, Go to step S66. The control unit 32 reduces the first torque TY1 in step S66, Then, the process proceeds to step S67. in particular, The control unit 32 switches the control of the motor 22 from the mapping using the relationship between the prescribed first torque TY1 shown in the solid line L31 in FIG. 12 and the rotational speed N of the crank to the use of the prescribed no. 1 Mapping of the relationship between the torque TY1 and the rotational speed N of the crank.  The control unit 32 determines in step S67 whether the pitch angle DA has not reached the second specific angle DX2. The control unit 32 repeatedly performs the determination processing of step S67, Until it is determined in step S67 that the pitch angle DA has not reached the second specific angle DX2. When the control unit 32 determines that the pitch angle DA is equal to or greater than the second specific angle DX2 in step S67, In step S64, the first torque TY1 is restored as it is, Processing then ends. in particular, The control unit 32 switches the control of the motor 22 to a map that specifies the relationship between the first torque TY1 before the switching in step S66 and the rotational speed N of the crank.  There are a plurality of driving modes having different ratios of the motor output TM to the human driving force T, When the control unit 32 increases the first torque TY1 in step S62, The control unit 32 preferably sets the first torque TY1 to a value of the maximum torque of the motor output TM in the driving mode in which the ratio of the motor output TM to the human driving force T is the largest. There are a plurality of driving modes having different ratios of the motor output TM to the human driving force T, When the control unit 32 reduces the first torque TY1 in step S66, The control unit 32 preferably sets the first torque TY1 to a value of the maximum torque of the motor output TM in the running mode in which the ratio of the motor output TM to the human driving force T is the smallest.  (Fifth Embodiment) Refer to FIG. 1 Figures 14 to 16 A bicycle control device 30 according to the fifth embodiment will be described. The bicycle control device 30 according to the fifth embodiment performs the control in which the motor 22 is driven in accordance with the operation of the operation unit 14. The other components are the same as those of the bicycle control device 30 according to the first embodiment. therefore, For the configuration common to the first embodiment, The same symbols as those in the first embodiment are marked, Repeated description is omitted.  In this embodiment, It is configured to operate the operation unit 14 shown in FIG. 1, The control unit 32 can switch between a running mode and a walking mode. The control section 32 controls the motor 22 based on the operation of the operation section 14. in particular, If the operation portion 14 is operated to drive the motor 22 in the walking mode, When the control unit 32 is 0 when the human driving force T is 0, The driving of the motor 22 is started. When the control unit 32 controls the motor 22 based on the operation of the operation unit 14, The control is performed so that the output torque TA of the motor 22 becomes the second torque TY2 or less. When the control unit 32 controls the motor 22 based on the operation of the operation unit 14, The control is performed such that the vehicle speed V becomes equal to or lower than the specific vehicle speed V. The control unit 32 is based on the inclination angle D of the bicycle 10, And the increasing speed of the output torque TA of the motor 22 is changed. If the inclination angle D of the bicycle 10 on the uphill road increases, Then, the control unit 32 increases the increase speed of the output torque TA of the motor 22. If the inclination angle D of the bicycle 10 on the downhill road increases, Then, the control section 32 decreases the increase speed of the output torque TA of the motor 22.  14 to 16, The motor control in walking mode will be described. The motor control is repeatedly performed at a specific cycle while power is supplied to the control unit 32.  The control unit 32 determines in step S71 whether there is a drive start request for the motor 22 in the walking mode. in particular, The operation unit 14 is operated to drive the motor 22 in the walking mode, When the human driving force T is 0, The control unit 32 determines that there is a request to start driving of the motor 22 in the walking mode. When the control unit 32 determines that the motor 22 is required to start driving in the non-walking mode, End processing.  When the control unit 32 determines that there is a request to start the driving of the motor 22 in the walking mode, The process proceeds to step S72. The control unit 32 determines in step S72 whether the pitch angle DA is larger than the first specific angle DX1. When the control unit 32 determines that the pitch angle DA is larger than the first specific angle DX1, Go to step S73. The control unit 32 sets the increase speed of the output torque TA to the first increase speed in step S73, Then, the process proceeds to step S77.  When the control unit 32 determines in step S72 that the pitch angle DA is equal to or less than the first specific angle DX1, The process proceeds to step S74. The control unit 32 determines in step S74 whether the pitch angle DA has not reached the second specific angle DX2. When the control unit 32 determines that the pitch angle DA has not reached the second specific angle DX2, Go to step S75. The control unit 32 sets the increase speed of the output torque TA to the second increase speed in step S75. Then, the process proceeds to step S77.  When the control unit 32 determines in step S74 that the pitch angle DA is equal to or greater than the second specific angle DX2, The process proceeds to step S76. The control unit 32 sets the increasing speed of the output torque TA to the third increasing speed in step S76. Then, the process proceeds to step S77. The dotted line L41 in FIG. 16 indicates the output torque TA when the first increase speed is set, The one-dot chain line L42 indicates the output torque TA when the second increase speed is set, The solid line L43 indicates the output torque TA when the third increase speed is set. The first increase speed is higher than the third increase speed. The second increase speed is lower than the third increase speed.  The control unit 32 proceeds to step S73 in step S77, S75, Or start the driving of the motor 22 at the increasing speed set in S76, Then, the process proceeds to step S78. The control unit 32 determines in step S78 whether the output torque TA is equal to or greater than the second torque TY2. The control unit 32 repeatedly performs the determination processing of step S78, This is until the output torque TA becomes the second torque TY2. With the processing of step S78, The output torque TA is as shown by the dotted line L41 in FIG. 16. One point chain line L42, Or, the second torque TY2 is increased as shown by the solid line L43.  When the control unit 32 determines that the output torque TA is equal to or greater than the second torque TY2, Go to step S79. The control unit 32 starts controlling the motor 22 based on the vehicle speed V in step S79. Then, the process proceeds to step S80. The control unit 32 determines in step S80 whether there is a request to end the driving of the motor 22 in the walking mode. When the control section 32 is not operated to drive the motor 22 in the walking mode, When the operation unit 14 is inputted with an operation to switch to the driving mode, Or when the human driving force T is greater than 0, It is determined that there is a request to end the driving of the motor 22 in the walking mode. The control unit 32 repeatedly performs the processing of steps S79 and S80, Until it is determined that there is a request to end the driving of the motor 22 in the walking mode. When the control unit 32 determines that there is a request to end the driving of the motor 22 in the walking mode, In step S81, the driving of the motor 22 in the walking mode is stopped to end the processing.  (Sixth Embodiment) Referring to FIG. 17, A bicycle control device 30 according to the sixth embodiment will be described. In addition to the bicycle control device 30 according to the sixth embodiment, the response speed R, Outside of Q's control, The other components are the same as those of the bicycle control device 30 according to the first embodiment. therefore, For the configuration common to the first embodiment, The same symbols as those in the first embodiment are marked, Repeated description is omitted.  In this embodiment, The control unit 32 shown in FIG. 1 sets the response speeds R, The situation where Q is within a specific period PX from the start of the bicycle 10 is different from the situation after the specific period PX has elapsed. In one example, The specific period PX is set to 3 seconds. The control unit 32 causes the response speed Q when the bicycle 10 starts running within a specific period PX to be higher than the response speed Q when the bicycle passes through the specific period PX.  Referring to FIG. 17, To change the response speed R, The motor control of Q will be described. The motor control is repeatedly performed at a specific cycle while power is supplied to the control unit 32.  The control unit 32 determines whether the bicycle 10 has started running in step S91. When the control unit 32 determines that the bicycle 10 has not started running, End processing. E.g, The control unit 32 determines that the bicycle 10 has started running when the speed V of the bicycle 10 has changed from 0 to 0 or more. In other cases, it is determined that the bicycle 10 has not started running. When the control unit 32 determines that the bicycle 10 has started running, Go to step S92. The control unit 32 reduces the response speed R in step S92, Increase response speed Q, Then, the process proceeds to step S93. in particular, The control unit 32 makes the response speed R smaller than the initial value RX of the response speed R previously stored in the storage unit 34, The response speed Q is made larger than the initial value QX of the response speed Q previously stored in the storage unit 34.  The control unit 32 determines in step S93 whether or not the specific period PX has elapsed. E.g, When the control unit 32 determines that the period from when the bicycle 10 has started running in step S91 is equal to or greater than the specific period PX, It is determined that the specific period PX has passed. The control unit 32 repeatedly performs the determination processing of step S93, Until a specific period PX elapses. When the control unit 32 determines that the specific period PX has passed, The process proceeds to step S94. The control unit 32 restores the response speed R and the response speed Q in step S94, Processing then ends. in particular, The control unit 32 restores the response speed R and the response speed Q to the initial values RX, QX.  (Seventh Embodiment) Referring to Figs. 1 and 18, A bicycle control device 30 according to the seventh embodiment will be described. In addition to the bicycle control device 30 according to the seventh embodiment, the response speed R, Outside of Q's control, The other components are the same as those of the bicycle control device 30 according to the first embodiment. therefore, For the configuration common to the first embodiment, The same symbols as those in the first embodiment are marked, Repeated description is omitted.  In this embodiment, The response speed R, when the control unit 32 shown in FIG. 1 sets the speed V of the bicycle 10 to the first speed V1 or less, Q and the response speed R when the speed V of the bicycle 10 exceeds the first speed V1, Q is different. The first speed V1 is preferably set to a vehicle speed V at which the bicycle 10 can start running. In one example, The first speed V1 is preferably set in a range from 1 km per hour to 10 km per hour. In one example, The first speed V1 is set to 3 km / h. The control unit 32 makes the response speed Q when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1 higher than the response speed Q when the vehicle speed V of the bicycle 10 exceeds the first speed V1. The control unit 32 makes the response speed R when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1 lower than the response speed R when the vehicle speed V of the bicycle 10 exceeds the first speed V1.  Referring to FIG. 18, The motor control for changing the first torque TY1 according to the inclination angle D will be described. The motor control is repeatedly performed at a specific cycle while power is supplied to the control unit 32.  The control unit 32 determines in step S95 whether the vehicle speed V is equal to or lower than the first speed V1. When the control unit 32 determines that the vehicle speed V is higher than the first speed V1, End processing. When the control unit 32 determines that the vehicle speed V is equal to or lower than the first speed V1, Go to step S96. The control unit 32 reduces the response speed R in step S96, Increase response speed Q, Then, the process proceeds to step S97. in particular, The control unit 32 makes the response speed R smaller than the initial value RX of the response speed R previously stored in the storage unit 34, The response speed Q is made smaller than the initial value QX of the response speed Q previously stored in the storage unit 34.  The control unit 32 determines in step S97 whether the vehicle speed V is equal to or lower than the first speed V1. The control unit 32 repeatedly performs the determination processing of step S97, Until the vehicle speed V is higher than the first speed V1. When the control unit 32 determines that the vehicle speed V is higher than the first speed V1, In step S98, the response speed R and the response speed Q are restored as they are. Processing then ends. in particular, The control unit 32 restores the response speed R and the response speed Q to the initial values RX, QX.  (Modifications) The description of each embodiment described above is an example of a form that can be taken by a bicycle control device completed according to the present invention. It is not intended to limit its shape. The bicycle control device completed in accordance with the present invention can take, for example, the following modified examples of the above-mentioned embodiments, And at least two variations that do not contradict each other.  ・ The motor control shown in FIG. 2 can be changed to the motor control shown in FIG. 19. In the motor control of FIG. 19, The control unit 32 calculates the human driving force T in step S11, If the driving mode is not determined, the process proceeds to step S13. In step S13, the control unit 32 uses the first mapping, Tilt angle D, Crank rotation speed N, And human driving force T to calculate the correction driving force TX, Then, the process proceeds to step S14. In this variation, The bicycle control device 30 has only one driving mode, And the second mapping is not memorized, and only the first mapping is memorized.  ・ The motor control shown in FIG. 2 can be changed to the motor control shown in FIG. 20. In the motor control of FIG. 20, The control unit 32 calculates the human driving force T in step S11, If the determination of the running mode is not performed, the process proceeds to step S17. In step S17, the control unit 32 uses the second map, Tilt angle D, Crank rotation speed N, And human driving force T to calculate the correction driving force TX, Then, the process proceeds to step S14. In this variation, The bicycle control device 30 has only one driving mode, In addition, the first mapping is not memorized and only the second mapping is memorized.  ・ The motor control shown in Fig. 2 can also be changed to the motor control shown in Fig. 21. The correction unit 48 may be set so as not to correct the human driving force T, Instead, the configuration of the motor output TM calculated by the output calculation unit 50 based on the human driving force T is corrected. In the motor control of Fig. 21, The control unit 32 calculates a human driving force T in step S21. Secondly, The control unit 32 calculates the motor output TM by multiplying the human driving force T by a specific value in step S22. Secondly, The control unit 32 determines in step S23 whether the current driving mode is the first mode. When the control unit 32 determines that the driving mode is the first mode, Go to step S24. In step S24, the control unit 32 uses the first mapping, Tilt angle D, Crank rotation speed N, And motor output TM to calculate correction output TD, Then, the process proceeds to step S25. on the other hand, When the control unit 32 determines in step S23 that the current driving mode is not the first mode, That is, when the current driving mode is the second mode, The process proceeds to step S27. In step S27, the control unit 32 uses the second map, Tilt angle D, Crank rotation speed N, And motor output TM to calculate correction output TD, Then, the process proceeds to step S25.  The control unit 32 determines in step S25 whether the human driving force T has decreased. When the control unit 32 determines that the human driving force T decreases in step S25, The motor 22 is controlled based on the correction output TD in step S26, After a certain period has elapsed, the processing is executed again from step S21.  When the control unit 32 determines that the human driving force T has not decreased in step S25, In step S28, it is determined whether the motor output TM is greater than the correction output TD. When the control unit 32 determines in step S28 that the motor output TM is greater than the correction output TD, The motor 22 is controlled based on the motor output TM in step S29, After a certain period has elapsed, the processing is executed again from step S21.  on the other hand, When the control unit 32 determines in step S28 that the motor output TM is equal to or less than the correction output TD, The motor 22 is controlled based on the correction output TD in step S26, After a certain period has elapsed, the processing is executed again from step S21.  ・ In the first and second embodiments, The control unit 32 may be configured not to be limited to the rotational speed N of the crank, The response speed R is changed according to the inclination angle D. in particular, The control unit 32 may set the time constant K using the first map and the second map including only the relationship between the tilt angle D and the time constant K. which is, The control unit 32 does not restrict the rotation speed N of the crank, The time constant K is set according to the inclination angle D.  ・ In the first and second embodiments, The control unit 32 sets the time constant K using the first mapping or the second mapping, However, the time constant K may be set using an arithmetic expression instead of the mapping. In that case, The storage unit 34 stores an arithmetic expression (for example, The above formulas (1) and (2)).  ・ In the first and second embodiments, The control unit 32 gradually changes the response speed R in accordance with the inclination angle D in the first mode and the second mode. However, the response speed R may be continuously changed according to the inclination angle D. In that case, For example, the correction values C1 and C1 used in the above equations (1) and (2) are calculated by a function that changes according to the tilt angle D. A2 B.  ・ In the first embodiment, It can also be when the human driving force T increases on a downhill road, The greater the inclination angle D on the downhill road, As a result, the control unit 32 decreases the response speed Q.  ・ In the second embodiment, The increase rate of the human driving force T may also be set lower than the increase rate of the human driving force T when the response speed Q is set to the initial value QX. In that case, The higher the response speed Q is than the initial value QX, The closer the increase of the correction driving force TX is to the increase of the human driving force T. The lower the response speed Q is from the initial value QX, The slower the increase of the correction driving force TX is than the increase of the human driving force T. In this variation, It is also possible for the control unit 32 to increase the human driving force T, Instead of multiplying or adding the correction value CX by the human driving force T to change the response speed Q, Instead, changing the time constant K changes the response speed Q. in particular, The time constant K corresponding to the initial value QX is set to a value greater than 0. In that case, E.g, The increase in the motor output TM of X2 from time t30 to time t31 in FIG. 8 is closer to the increase of the human driving force T than the increase in motor output TM of X2 during the time from time t31 to time t32 . also, The increase in the motor output TM of X2 from time t40 to time t41 in FIG. 9 is closer to the increase of the human driving force T than the increase in motor output TM of X2 during the time from time t41 to time t42 .  ・ In the second embodiment, One of the first mode and the second mode may be omitted. E.g, When the second mode is omitted, In the motor control of Fig. 7, The control unit 32 may omit step S32, S38, S39, And S40. In that case, After the control unit 32 executes the processing of step S31, Go to step S33. When the first mode is omitted, In the motor control of Fig. 7, The control unit 32 may omit step S32, S33, S34, And S37. In that case, After the control unit 32 executes the processing of step S31, Go to step S38.  ・ In the third embodiment, The control unit 32 may perform determination processing of whether the vehicle speed V is equal to or higher than the second speed V2 instead of the determination processing of step S44. In one example, The second speed V2 is set to 15 km / h. The control unit 32 repeatedly performs the determination processing of step S44, Until the vehicle speed V becomes equal to or higher than the second speed V2. When the vehicle speed V becomes equal to or higher than the second speed V2, the control unit 32 Go to step S45.  ・ In the third embodiment, The control unit 32 may perform the determination processing of whether the vehicle speed V is equal to or higher than the second speed V2 instead of the determination processing of step S50. When the vehicle speed V becomes equal to or higher than the second speed V2, the control unit 32 Go to step S51.  ・ In the third embodiment, It is not necessary to make one of the response speed R and the response speed Q different from the case when the bicycle 10 starts to run within a specific period PX1 and the situation after the specific period PX1 has passed. in particular, The control unit 32 is at least one of step S43 and step S47 in FIG. 10, Change only one of response speed R and response speed Q, Without changing the other.  ・ In the third embodiment, At least one of step S44 and step S50 may be omitted from the flowcharts of FIGS. 10 and 11. When step S44 is omitted, The control section 32 ends the processing after executing the processing of step S43 or step S47. In that case, When the control unit 32 determines that the pitch angle DA is equal to or greater than the second specific angle DX2 in step S46, Go to step S45. When step S50 is omitted, The control unit 32 ends the processing after executing the processing of step S49 or step S53. In that case, When the control unit 32 determines that the pitch angle DA is equal to or greater than the second specific angle DX2 in step S52, Go to step S51.  ・ In the third embodiment, The control unit 32 may not set the response speed R, Q and the response speed R when the speed V of the bicycle 10 exceeds the first speed V1, Q is different.  ・ In the third embodiment and its modification, Steps S41 and S48 to S53 may also be omitted from the flowcharts of FIGS. 10 and 11.  ・ In the third embodiment, It can also be changed to the response speed R, when the control unit 32 sets the bicycle speed V of the bicycle 10 to the first speed V1 or less. Q and the response speed R when the speed V of the bicycle 10 exceeds the first speed V1, When Q is different, Only one of the response speed R and the response speed Q is made different. E.g, In steps S43 and S47 of FIG. 10, Change only one of response speed R and response speed Q, In steps S49 and S53 of FIG. 11, Only one of the response speed R and the response speed Q is changed.  ・ In the third embodiment and its modification, The control unit 32 may change the response speed R, When Q is different, Only one of the response speed R and the response speed Q is made different. E.g, In steps S43 of FIGS. 10 and 11, S47, S49, And at least one of S53, Change only one of response speed R and response speed Q, Without changing the other.  ・ In the third embodiment and its modification, Steps S46 and S47 can also be omitted from the flowchart of FIG. 10. In that case, If the control unit 32 determines in step S42 that the pitch angle DA is equal to or less than the first specific angle DX1, Then, the process proceeds to step S44.  ・ In the third embodiment and its modification, Steps S42 and S43 can also be omitted from the flowchart in FIG. 10. In that case, If the control unit 32 determines in step S41 that the vehicle speed V is equal to or lower than the first speed V1, Then, the process proceeds to step S46.  ・ In the third embodiment and its modification, Steps S52 and S53 may also be omitted from the flowchart in FIG. 11. In that case, If the control unit 32 determines in step S48 that the pitch angle DA is equal to or less than the first specific angle DX1, Then, the process proceeds to step S50.  ・ In the third embodiment and its modification, Steps S48 and S49 may also be omitted from the flowchart in FIG. 11. In that case, If the control unit 32 determines in step S41 that the vehicle speed V is greater than the first speed V1, Then, the process proceeds to step S52.  ・ In the third embodiment and its modification, It may also be set to end the flowchart after the processing of step S47 in the flowchart of FIG. 10 ends. In the flowcharts of FIGS. 10 and 11, It may also be set to end the flowchart after the processing of step S53 ends.  ・ In the fourth embodiment, It is also possible to omit steps S65, from the flowchart in FIG. S66, And S67. In that case, When the control unit 32 determines in step S61 that the pitch angle DA is equal to or less than the first specific angle DX1, End processing.  ・ In the fourth embodiment, It is also possible to omit steps S61, from the flowchart in FIG. S62, And S63. In that case, When power is supplied to the control unit 32, Then, the control section 32 executes the processing of step S65.  ・ In the fifth embodiment, Steps S74 and S75 can also be omitted from the flowchart in FIG. 14. In that case, If the control unit 32 determines in step S72 that the pitch angle DA is equal to or less than the first specific angle DX1, Then, the process proceeds to step S76.  ・ In the fifth embodiment, Steps S72 and S73 may also be omitted from the flowchart in FIG. 14. In that case, If the control unit 32 determines in step S71 that there is a drive start request for the motor 22 in the walking mode, Then, the process proceeds to step S74.  ・ In the fifth embodiment and its modification, The second torque TY2 may be changed in accordance with the inclination angle D of the bicycle 10. In one example, If the inclination angle of the bicycle 10 on the uphill road increases, The control unit 32 increases the second torque TY2. If the inclination angle D of the bicycle 10 on the downhill road increases, The control unit 32 reduces the second torque TY2. E.g, The control unit 32 is shown in FIG. 22, Execute step S82 instead of the process of step S73 of FIG. 14, Step S83 is performed instead of step S75 in FIG. 14, The processing of step S84 is performed instead of the processing of step S76 of FIG. 14. The control unit 32 sets the increase speed of the output torque TA to the first increase speed in step S82, The second torque TY2 is set to a first value TZ1. The control unit 32 sets the increase speed of the output torque TA to the second increase speed in step S83. The second torque TY2 is set to a second value TZ2. The control unit 32 sets the increasing speed of the output torque TA to the third increasing speed in step S84. The second torque TY2 is set to a third value TZ3. The first value TZ1 is greater than the third value TZ3. The second value TZ2 is smaller than the third value TZ3. therefore, When the pitch angle DA is larger than the first specific angle DX1, The control unit 32 controls the motor 22 such that the pitch angle DA is larger than the second specific angle DX2 and equal to or smaller than the first specific angle DX1 and larger than the second torque TY2. When the pitch angle DA does not reach the second specific angle DX2, The control unit 32 controls the motor 22 such that the pitch angle DA is smaller than the second specific angle DX2 and smaller than the first specific angle DX1 and smaller than the second torque TY2.  ・ Also in step S82 of the modification example shown in FIG. 22, S83, And at least one of S84, The process of changing the increase speed of the output torque TA is omitted. In that case, Regardless of the inclination angle D of the bicycle 10, The increase speed of the output torque TA becomes fixed.  ・ Steps S74 and S83 may be omitted from the flowchart of the modified example shown in FIG. 22. In that case, If the control unit 32 determines in step S72 that the pitch angle DA is equal to or less than the first specific angle DX1, Then, the process proceeds to step S84.  ・ Steps S72 and S82 may be omitted from the flowchart of the modified example shown in FIG. 22. In that case, If the control unit 32 determines in step S71 that there is a drive start request for the motor 22 in the walking mode, Then, the process proceeds to step S74.  ・ In the fifth embodiment, The control unit 32 may also change the increase speed of the output torque TA of the motor 22 in accordance with the amount of change in the inclination angle D of the bicycle 10. In one example, If the increasing speed of the inclination angle D of the bicycle 10 on the uphill road becomes larger, Then, the control unit 32 increases the increase speed of the output torque TA of the motor 22. If the increasing speed of the inclination angle D of the bicycle 10 on the downhill road becomes large, Then, the control section 32 decreases the increase speed of the output torque TA of the motor 22. E.g, The control unit 32 performs step S73, S75, Or after setting the increase speed of the output torque TA in S76, The process proceeds to step S85 shown in FIG. 23. The control unit 32 determines in step S85 whether the pitch angle DA is greater than 0 and the increasing speed of the pitch angle DA is increased. When the control unit 32 determines that the pitch angle DA is greater than 0 and the increasing speed of the pitch angle DA becomes large, Go to step S86. The control unit 32 increases the increase speed of the output torque TA in step S86, Then, the process proceeds to step S78. When the control unit 32 determines in step S85 that at least one of the determination of the pitch angle DA is 0 or less and the determination that the increase rate of the pitch angle DA has not increased, Go to step S87. The control unit 32 determines in step S87 whether the pitch angle DA is smaller than 0 and the decreasing speed of the pitch angle DA is increased. When the control unit 32 determines that the pitch angle DA is smaller than 0 and the decreasing speed of the pitch angle DA becomes large, Go to step S88. The control unit 32 reduces the increase speed of the output torque TA in step S88, Then, the process proceeds to step S78. The control unit 32 repeatedly performs the processing from step S85 in step S78, This is until the output torque TA becomes equal to or greater than the second torque TY2. When the control unit 32 determines in step S78 that the output torque TA is equal to or greater than the second torque TY2, Go to step S79. When the control unit 32 determines in step S87 at least one of a determination that the pitch angle DA is 0 or more and a determination that the decrease speed of the pitch angle DA has not increased, Go to step S78.  ・ Steps S87 and S88 can also be omitted from the flowchart of the modified example shown in FIG. 23. In that case, When the control unit 32 determines in step S85 that at least one of the determination of the pitch angle DA is 0 or less and the determination that the increase rate of the pitch angle DA has not increased, Go to step S78.  ・ Steps S85 and S86 may be omitted from the flowchart of the modified example shown in FIG. 23. In that case, After the control unit 32 performs the processing in step S77, Go to step S87.  ・ In the sixth embodiment, The control unit 32 may not change the response speed R. in particular, The control unit 32 changes the response speed Q in the process of step S92 in FIG. 17, Without changing the response speed R.  ・ In the sixth embodiment, The control unit 32 may also supply electric power to the control unit 32 until the bicycle 10 starts running, Change response speed R, Q. E.g, In the flowchart of FIG. 17, Steps S91 and S92 are reversed. In that case, Alternatively, when the bicycle 10 is stopped, The control unit 32 performs processing in step S92. Once the bicycle 10 starts to drive, The control unit 32 proceeds to step S91. If the control unit 32 determines in step S91 that the bicycle 10 has started running, Then, the process proceeds to step S93.  ・ In the seventh embodiment, The control unit 32 may not change the response speed R. in particular, The control unit 32 changes the response speed Q in the process of step S96 in FIG. 18, Without changing the response speed R.  ・ In the seventh embodiment, The control unit 32 may also supply electric power to the control unit 32 until the vehicle speed V becomes greater than 0 and the first speed V1 or less, Change response speed R, Q. E.g, In the flowchart of FIG. 18, Steps S95 and S96 are reversed. In that case, Alternatively, when the bicycle 10 is stopped, The control unit 32 performs the processing of step S96. When the control unit 32 determines in step S95 that the vehicle speed V is equal to or lower than the first speed V1, Then, the process proceeds to step S97.  ・ The control unit 32 may change the response speed R, Q changes. If the increasing speed of the inclination angle D of the bicycle 10 on the uphill road becomes larger, The control unit 32 increases the response speed Q when the human driving force T rises. If the increasing speed of the inclination angle D of the bicycle 10 on the uphill road becomes larger, Then, the control section 32 reduces the response speed R. E.g, The control unit 32 performs the control shown in FIG. 24. The control unit 32 determines in step S101 whether the pitch angle DA is greater than 0 and the increasing speed of the pitch angle DA is increased. When the control unit 32 determines that the pitch angle DA is greater than 0 and the increasing speed of the pitch angle DA becomes large, The process proceeds to step S102. The control unit 32 reduces the response speed R in step S102, Increase response speed Q, Processing then ends. When the control unit 32 determines in step S101 at least one of a determination that the pitch angle DA is 0 or less and a determination that the increase rate of the pitch angle DA has not increased, Go to step S103. The control unit 32 determines in step S103 whether the pitch angle DA is smaller than 0 and the decreasing speed of the pitch angle DA is increased. When the control unit 32 determines that the pitch angle DA is smaller than 0 and the decreasing speed of the pitch angle DA becomes large, The process proceeds to step S104. The control unit 32 increases the response speed R in step S104, Reduce the response speed Q, Processing then ends. When the control unit 32 determines in step S103 that at least one of the determination of the pitch angle DA is 0 or more and the determination that the reduction speed of the pitch angle DA has not increased, Does not change the response speed R, Q ends the process. In this variation, The control unit 32 may also change the response speed R, in steps S102 and S104. After Q, After a certain period of time, the response speed R, Q.  ・ Steps S103 and S104 may be omitted from the flowchart of the modified example shown in FIG. 24. In that case, When the control unit 32 determines in step S101 that at least one of the determination of the pitch angle DA is 0 or less and the determination that the increase rate of the pitch angle DA has not increased, End processing.  ・ Steps S101 and S102 may be omitted from the flowchart of the modified example shown in FIG. 24. In that case, When power is supplied to the control unit 32, Then, the control section 32 executes the processing of step S103.  ・ If the inclination angle D of the bicycle 10 is changed from the angle corresponding to the uphill road to the third angle DX3 or more on the downhill road within the first period, The control unit 32 reduces the response speed Q when the human driving force T rises. Alternatively, if the inclination angle D of the bicycle 10 changes from the angle corresponding to the uphill road to the third angle DX3 or more on the downhill road during the first period, The control unit 32 increases the response speed R. The first period is preferably set within a range of 1 second to 10 seconds. In one example, The first period is set to 3 seconds. The first period is preferably stored in the storage unit 34 in advance. The memory unit 34 is configured to be able to change the first period. E.g, By operating the operation section 14, Or by an external device, The change is stored in the first period of the memory section 34. E.g, The control unit 32 performs the control shown in FIG. 25. The control unit 32 determines in step S105 whether or not the pitch angle DA has changed from an angle larger than 0 to a third angle DX3 smaller than 0. When the control unit 32 determines that the pitch angle DA has changed from an angle greater than 0 to a third angle DX3 which is smaller than 0, The process proceeds to step S106. The control unit 32 increases the response speed R in step S106, Reduce the response speed Q, Processing then ends. When the control unit 32 determines in step S105 that the pitch angle DA has not changed from an angle larger than 0 to a third angle DX3 smaller than 0, Does not change the response speed R, Q ends the process. In this variation, The control unit 32 may also change the response speed R, After Q, After a certain period of time, the response speed R, Q. In the flowchart of FIG. 25, The control unit 32 may not change the response speed R.  ・ The control unit 32 can also use GPS (Global Positioning System, Global Positioning System) and map information including altitude information to obtain the tilt angle D. also, The control unit 32 may be provided with a height detection sensor for detecting air pressure or the like, In addition to using GPS information, the output of the height detection sensor is used to accurately obtain the tilt angle D. The tilt detection unit may include a GPS receiver, Memory with map information, Height detection sensor, The information of the inclination angle D obtained by the GPS may be input to the control unit 32 via a cycle computer, a smart phone, or the like, for example. The control unit 32 may also obtain the tilt angle D by an input from the rider.  ・ The low-pass filter 52 may be changed to a moving average filter. all in all, As long as the configuration can change the response speed R of the motor 22 to the change in the human driving force T, Any configuration can be used.  The control unit 32 may also calculate the tilt angle D based on the human driving force T and the rotational speed N of the crank. In that case, The control unit 32 performs the calculation such that, for example, the larger the human driving force T and the lower the crank rotation speed N, the larger the pitch angle DA. which is, The control unit 32 is based on the fact that the greater the human driving force T and the lower the crank rotation speed N, the greater the inclination angle D on the uphill road. The smaller the human driving force T and the higher the rotation speed N of the crank, the larger the inclination angle D on the downhill road is. also, In this variation, In addition to using the human driving force T and the rotational speed N of the crank, the inclination angle D may also be calculated using the speed of the bicycle 10.  ・ The control unit 32 may use the speed of the bicycle 10 to estimate the rotation speed N of the crank. E.g, The control unit 32 estimates the rotational speed N of the crank using the tire diameter and the gear ratio of the bicycle 10.

10‧‧‧自行車
12‧‧‧驅動機構
12A‧‧‧曲柄
12B‧‧‧曲柄軸
12C‧‧‧曲柄臂
12D‧‧‧踏板
14‧‧‧操作部
16‧‧‧電池
18‧‧‧輔助裝置
20‧‧‧驅動電路
22‧‧‧馬達
30‧‧‧自行車用控制裝置
32‧‧‧控制部
34‧‧‧記憶部
36‧‧‧傾斜檢測部
36A‧‧‧陀螺儀感測器
36B‧‧‧加速度感測器
38‧‧‧轉矩感測器
40‧‧‧旋轉角度感測器
40A‧‧‧第1元件
40B‧‧‧第2元件
42‧‧‧模式切換部
44‧‧‧人力驅動力運算部
46‧‧‧增減判定部
48‧‧‧修正部
50‧‧‧輸出運算部
52‧‧‧低通濾波器
54‧‧‧響應速度設定部
M1‧‧‧第1磁鐵
M2‧‧‧第2磁鐵
N1‧‧‧第1速度
K1‧‧‧時間常數
L11‧‧‧第1線
L12‧‧‧第2線
L13‧‧‧第3線10‧‧‧ Bicycle
12‧‧‧Drive mechanism
12A‧‧‧Crank
12B‧‧‧Crankshaft
12C‧‧‧Crank Arm
12D‧‧‧pedal
14‧‧‧Operation Department
16‧‧‧ Battery
18‧‧‧ auxiliary device
20‧‧‧Drive circuit
22‧‧‧ Motor
30‧‧‧Bike control device
32‧‧‧Control Department
34‧‧‧Memory Department
36‧‧‧Tilt detection section
36A‧‧‧Gyro Sensor
36B‧‧‧Acceleration sensor
38‧‧‧Torque sensor
40‧‧‧rotation angle sensor
40A‧‧‧The first element
40B‧‧‧The second element
42‧‧‧Mode switching section
44‧‧‧Human driving force calculation department
46‧‧‧Increase or decrease judgment department
48‧‧‧ Correction Department
50‧‧‧Output calculation section
52‧‧‧Low-pass filter
54‧‧‧ Response speed setting section
M1‧‧‧1st magnet
M2‧‧‧Second magnet
N1‧‧‧1st speed
K1‧‧‧ time constant
L11‧‧‧Line 1
L12‧‧‧Line 2
L13‧‧‧Line 3

圖1係表示包含第1實施形態之自行車用控制裝置的自行車之電氣構成之方塊圖。 圖2係由圖1之控制部執行之馬達控制之流程圖。 圖3係表示由圖1之控制部設定之第1模式下的時間常數與曲柄之旋轉速度及傾斜角度之關係的曲線圖。 圖4係表示由圖1之控制部設定之第2模式下的時間常數與曲柄之旋轉速度及傾斜角度之關係的曲線圖。 圖5係表示第1模式下之馬達控制之一例之時序圖。 圖6係表示第2模式下之馬達控制之一例之時序圖。 圖7係由第2實施形態之控制部執行之馬達控制之流程圖。 圖8係表示第2實施形態中之第1模式下之馬達控制之一例的時序圖。 圖9係表示第2實施形態中之第2模式下之馬達控制之一例的時序圖。 圖10係由第3實施形態之控制部執行之馬達控制之第1流程圖。 圖11係由第3實施形態之控制部執行之馬達控制之第2流程圖。 圖12係表示由第4實施形態之控制部設定的第1轉矩與曲柄之旋轉速度之關係的曲線圖。 圖13係由第4實施形態之控制部執行之馬達控制之流程圖。 圖14係由第5實施形態之控制部執行之馬達控制之第1流程圖。 圖15係由第5實施形態之控制部執行之馬達控制之第2流程圖。 圖16係表示第5實施形態中之馬達控制之一例之時序圖。 圖17係由第7實施形態之控制部執行之馬達控制之流程圖。 圖18係由第8實施形態之控制部執行之馬達控制之流程圖。 圖19係第1變化例之馬達控制之流程圖。 圖20係第2變化例之馬達控制之流程圖。 圖21係第3變化例之馬達控制之流程圖。 圖22係第4變化例之馬達控制之流程圖。 圖23係第5變化例之馬達控制之流程圖。 圖24係第6變化例之馬達控制之流程圖。 圖25係第7變化例之馬達控制之流程圖。FIG. 1 is a block diagram showing the electrical configuration of a bicycle including the bicycle control device according to the first embodiment. FIG. 2 is a flowchart of motor control performed by the control section of FIG. 1. FIG. 3 is a graph showing the relationship between the time constant in the first mode set by the control unit in FIG. 1 and the rotation speed and tilt angle of the crank. FIG. 4 is a graph showing the relationship between the time constant in the second mode set by the control unit in FIG. 1 and the rotation speed and tilt angle of the crank. Fig. 5 is a timing chart showing an example of motor control in the first mode. FIG. 6 is a timing chart showing an example of motor control in the second mode. Fig. 7 is a flowchart of motor control executed by the control unit of the second embodiment. Fig. 8 is a timing chart showing an example of motor control in the first mode in the second embodiment. Fig. 9 is a timing chart showing an example of motor control in the second mode in the second embodiment. Fig. 10 is a first flowchart of motor control executed by the control unit of the third embodiment. Fig. 11 is a second flowchart of motor control executed by the control unit of the third embodiment. Fig. 12 is a graph showing the relationship between the first torque set by the control unit of the fourth embodiment and the rotational speed of the crank. Fig. 13 is a flowchart of motor control executed by the control unit of the fourth embodiment. Fig. 14 is a first flowchart of motor control executed by the control unit of the fifth embodiment. Fig. 15 is a second flowchart of motor control executed by the control unit of the fifth embodiment. Fig. 16 is a timing chart showing an example of motor control in the fifth embodiment. Fig. 17 is a flowchart of motor control executed by a control unit of the seventh embodiment. Fig. 18 is a flowchart of motor control executed by a control unit of the eighth embodiment. Fig. 19 is a flowchart of motor control according to the first modification. FIG. 20 is a flowchart of motor control according to a second modification. FIG. 21 is a flowchart of motor control according to a third modification. Fig. 22 is a flowchart of motor control according to a fourth modification. Fig. 23 is a flowchart of motor control according to a fifth modification. FIG. 24 is a flowchart of motor control according to a sixth modification. FIG. 25 is a flowchart of motor control according to a seventh modification.

N1‧‧‧第1速度 N1‧‧‧1st speed

K1‧‧‧時間常數 K1‧‧‧ time constant

L11‧‧‧第1線 L11‧‧‧Line 1

L12‧‧‧第2線 L12‧‧‧Line 2

L13‧‧‧第3線 L13‧‧‧Line 3

Claims (39)

一種自行車用控制裝置，其包含控制部，該控制部根據人力驅動力而控制輔助自行車之推進之馬達；且 上述控制部係根據上述自行車之傾斜角度而變更上述馬達對上述人力驅動力之變化之響應速度。A bicycle control device includes a control unit that controls a motor that assists the propulsion of a bicycle according to a human driving force; and the control unit changes a change in the driving force of the human motor to the human driving force according to a tilt angle of the bicycle. responding speed. 如請求項1之自行車用控制裝置，其中上述控制部於上述人力驅動力下降之情形時，變更上述響應速度。For example, the bicycle control device according to claim 1, wherein the control unit changes the response speed when the human driving force decreases. 如請求項2之自行車用控制裝置，其中若上述自行車於上坡路上之傾斜角度增大，則上述控制部降低上述響應速度。In the bicycle control device according to claim 2, wherein if the inclination angle of the bicycle on an uphill road increases, the control unit reduces the response speed. 如請求項2或3之自行車用控制裝置，其中若上述自行車於下坡路上之傾斜角度增大，則上述控制部提高上述響應速度。If the bicycle control device according to claim 2 or 3, wherein the inclination angle of the bicycle on a downhill road increases, the control unit increases the response speed. 如請求項1至3中任一項之自行車用控制裝置，其中上述控制部於上述人力驅動力上升之情形時，變更上述響應速度。In the bicycle control device according to any one of claims 1 to 3, wherein the control unit changes the response speed when the human driving force increases. 如請求項5之自行車用控制裝置，其中若上述自行車於上坡路上之傾斜角度增大，則上述控制部提高上述響應速度。In the bicycle control device according to claim 5, wherein if the inclination angle of the bicycle on an uphill road increases, the control unit increases the response speed. 如請求項5之自行車用控制裝置，其中若上述自行車於下坡路上之傾斜角度增大，則上述控制部降低上述響應速度。In the bicycle control device according to claim 5, wherein if the inclination angle of the bicycle on a downhill road increases, the control unit decreases the response speed. 如請求項1至3中任一項之自行車用控制裝置，其中上述控制部係根據上述自行車之傾斜角度而使上述響應速度階段性地變化。The bicycle control device according to any one of claims 1 to 3, wherein the control unit changes the response speed in stages according to a tilt angle of the bicycle. 如請求項1至3中任一項之自行車用控制裝置，其中若上述自行車於上坡路上之傾斜角度成為第1角度以上，則上述控制部使上述響應速度為固定。In the bicycle control device according to any one of claims 1 to 3, if the inclination angle of the bicycle on an uphill road is equal to or greater than the first angle, the control unit makes the response speed constant. 如請求項1至3中任一項之自行車用控制裝置，其中若上述自行車於下坡路上之傾斜角度成為第2角度以上，則上述控制部使上述響應速度為固定。In the bicycle control device according to any one of claims 1 to 3, if the inclination angle of the bicycle on a downhill road is equal to or greater than the second angle, the control unit makes the response speed constant. 如請求項1至3中任一項之自行車用控制裝置，其中上述控制部使上述自行車之車速為第1速度以下之情形時的上述響應速度與上述自行車之車速超過上述第1速度之情形時的上述響應速度不同。The bicycle control device according to any one of claims 1 to 3, wherein the control unit sets the response speed when the bicycle speed is equal to or lower than the first speed, and when the bicycle speed exceeds the first speed. The above response speed is different. 如請求項1至3中任一項之自行車用控制裝置，其中上述控制部係根據上述自行車之傾斜角度之變化而使上述響應速度變化。The bicycle control device according to any one of claims 1 to 3, wherein the control unit changes the response speed in accordance with a change in a tilt angle of the bicycle. 如請求項12之自行車用控制裝置，其中若上述自行車於上坡路上之傾斜角度之增加速度變大，則上述控制部提高人力驅動力上升之情形時之上述響應速度。For example, the bicycle control device according to claim 12, wherein if the increasing speed of the inclination angle of the bicycle on an uphill road becomes large, the control unit increases the response speed when the human driving force increases. 如請求項12之自行車用控制裝置，其中若於第1期間內上述自行車之傾斜角度自與上坡路對應之角度變化為下坡路上之第3角度以上，則上述控制部降低人力驅動力上升之情形時之上述響應速度。For example, if the bicycle control device of claim 12 changes the angle of the bicycle from the angle corresponding to the uphill road to the third angle or more on the downhill road during the first period, the control unit reduces the situation that the human driving force increases. The above response speed. 如請求項1至3中任一項之自行車用控制裝置，其中上述控制部係根據上述自行車之曲柄之旋轉速度而變更上述響應速度。The bicycle control device according to any one of claims 1 to 3, wherein the control unit changes the response speed according to a rotation speed of a crank of the bicycle. 如請求項15之自行車用控制裝置，其中上述控制部可於若上述曲柄之旋轉速度提高則上述響應速度降低之第1模式下控制上述馬達。For example, the bicycle control device according to claim 15, wherein the control unit can control the motor in a first mode in which the response speed is reduced if the rotation speed of the crank is increased. 如請求項16之自行車用控制裝置，其中於上述第1模式下，若上述曲柄之旋轉速度成為第1速度以上，則上述控制部使上述響應速度為固定。For example, in the bicycle control device according to claim 16, in the first mode, if the rotation speed of the crank becomes equal to or higher than the first speed, the control unit makes the response speed constant. 如請求項15之自行車用控制裝置，其中上述控制部可於若上述曲柄之旋轉速度提高則上述響應速度提高之第2模式下控制上述馬達。For example, the bicycle control device according to claim 15, wherein the control unit can control the motor in a second mode in which the response speed increases when the rotation speed of the crank increases. 如請求項18之自行車用控制裝置，其中於上述第2模式下，若上述曲柄之旋轉速度成為第2速度以上，則上述控制部使上述響應速度為固定。For example, in the bicycle control device according to claim 18, in the second mode, if the rotation speed of the crank becomes equal to or higher than the second speed, the control unit makes the response speed constant. 如請求項16之自行車用控制裝置，其中上述控制部可於若上述曲柄之旋轉速度提高則上述響應速度提高之第2模式下控制上述馬達。For example, the bicycle control device according to claim 16, wherein the control unit can control the motor in a second mode in which the response speed is increased if the rotation speed of the crank is increased. 如請求項20之自行車用控制裝置，其中於上述第2模式下，若上述曲柄之旋轉速度成為第2速度以上，則上述控制部使上述響應速度為固定。For example, in the bicycle control device according to claim 20, in the second mode, if the rotation speed of the crank becomes equal to or higher than the second speed, the control unit makes the response speed constant. 如請求項20之自行車用控制裝置，其中上述控制部可根據能與上述控制部進行通信之操作部之操作而切換上述第1模式及上述第2模式。For example, the bicycle control device according to claim 20, wherein the control unit can switch the first mode and the second mode according to an operation of an operation unit capable of communicating with the control unit. 如請求項1至23中任一項之自行車用控制裝置，其中上述控制部係使用低通濾波器而變更上述響應速度。The bicycle control device according to any one of claims 1 to 23, wherein the control section changes the response speed using a low-pass filter. 一種自行車用控制裝置，其包含控制部，該控制部根據設置於上述自行車上之操作部之操作而控制輔助自行車之推進之馬達；且 上述控制部係根據上述自行車之傾斜角度及上述自行車之上述傾斜角度之變化量中之至少一者而變更上述馬達之輸出轉矩之增加速度。A bicycle control device includes a control unit that controls a motor that assists the propulsion of a bicycle according to an operation of an operation unit provided on the bicycle; and the control unit is based on the inclination angle of the bicycle and the above of the bicycle. The increase rate of the output torque of the motor is changed by at least one of the changes in the tilt angle. 如請求項24之自行車用控制裝置，其中若上述自行車於上坡路上之傾斜角度增大，則上述控制部提高上述馬達之輸出轉矩之增加速度。For example, the bicycle control device according to claim 24, wherein if the inclination angle of the bicycle on an uphill road increases, the control unit increases the increase speed of the output torque of the motor. 如請求項24或25之自行車用控制裝置，其中若上述自行車於下坡路上之傾斜角度增大，則上述控制部降低上述馬達之輸出轉矩之增加速度。For example, if the bicycle control device according to claim 24 or 25 is used, if the inclination angle of the bicycle on a downhill road increases, the control unit decreases the increase speed of the output torque of the motor. 如請求項24或25之自行車用控制裝置，其中若上述自行車於上坡路上之傾斜角度之增加速度變大，則上述控制部提高上述馬達之輸出轉矩之增加速度。For example, if the bicycle control device of claim 24 or 25 is used, if the increase speed of the inclination angle of the bicycle on an uphill road is increased, the control unit increases the increase speed of the output torque of the motor. 如請求項24或25之自行車用控制裝置，其中若上述自行車於下坡路上之傾斜角度之增加速度變大，則上述控制部降低上述馬達之輸出轉矩之增加速度。For example, if the bicycle control device of claim 24 or 25 is used, if the increase speed of the inclination angle of the bicycle on a downhill road becomes large, the control unit decreases the increase speed of the output torque of the motor. 一種自行車用控制裝置，其包含控制部，該控制部控制輔助自行車之推進之馬達；且 上述控制部係以上述馬達之輸出轉矩成為特定轉矩以下之方式進行控制， 上述特定轉矩係根據上述自行車之傾斜角度而變更。A bicycle control device includes a control unit that controls a motor that assists the propulsion of a bicycle; and the control unit performs control such that the output torque of the motor is equal to or lower than a specific torque, and the specific torque is based on The tilt angle of the bicycle is changed. 如請求項29之自行車用控制裝置，其中上述特定轉矩包含第1轉矩， 上述控制部構成為可根據人力驅動力而控制上述馬達，且於根據上述人力驅動力而控制上述馬達之情形時，係以上述馬達之輸出轉矩成為上述第1轉矩以下之方式進行控制， 上述第1轉矩係根據上述自行車之傾斜角度而變更。For example, the bicycle control device according to claim 29, wherein the specific torque includes the first torque, and the control unit is configured to control the motor based on a human driving force, and to control the motor based on the human driving force. The control is performed so that the output torque of the motor becomes equal to or lower than the first torque, and the first torque is changed according to the inclination angle of the bicycle. 如請求項30之自行車用控制裝置，其中若上述自行車於上坡路上之傾斜角度增大，則上述控制部加大上述第1轉矩。In the bicycle control device according to claim 30, if the inclination angle of the bicycle on an uphill road increases, the control unit increases the first torque. 如請求項29至31中任一項之自行車用控制裝置，其中上述特定轉矩包含第2轉矩， 上述控制部構成為可根據設置於上述自行車上之操作部之操作而控制上述馬達，且於根據上述操作部之操作而控制上述馬達之情形時，係以上述馬達之輸出轉矩成為上述第2轉矩以下之方式進行控制， 上述第2轉矩係根據上述自行車之傾斜角度而變更。If the bicycle control device according to any one of claims 29 to 31, wherein the specific torque includes a second torque, the control unit is configured to control the motor according to an operation of an operation unit provided on the bicycle, and When the motor is controlled based on the operation of the operation unit, the control is performed so that the output torque of the motor becomes equal to or lower than the second torque, and the second torque is changed according to the inclination angle of the bicycle. 如請求項32之自行車用控制裝置，其中若上述自行車於上坡路上之傾斜角度增大，則上述控制部加大上述第2轉矩。According to the bicycle control device of claim 32, if the inclination angle of the bicycle on an uphill road increases, the control unit increases the second torque. 如請求項1至33中任一項之自行車用控制裝置，其進而包含檢測上述自行車之傾斜角度之傾斜檢測部。The bicycle control device according to any one of claims 1 to 33, further comprising a tilt detection unit that detects a tilt angle of the bicycle. 如請求項1至23、30、31中任一項之自行車用控制裝置，其中上述控制部係基於上述人力驅動力及上述自行車之曲柄之旋轉速度而運算上述傾斜角度。The bicycle control device according to any one of claims 1 to 23, 30, and 31, wherein the control unit calculates the tilt angle based on the human driving force and the rotation speed of the crank of the bicycle. 一種自行車用控制裝置，其包含控制部，該控制部根據人力驅動力而控制輔助自行車之推進之馬達；且 上述控制部使上述馬達對上述人力驅動力之變化之響應速度於上述自行車之車速為第1速度以下的情形時與上述自行車之車速超過上述第1速度的情形時不同。A bicycle control device includes a control unit that controls a motor that assists the propulsion of a bicycle according to a human driving force; and the control unit makes a response speed of the motor to a change in the human driving force equal to a speed of the bicycle as follows: The case below the first speed is different from the case where the speed of the bicycle exceeds the first speed. 如請求項36之自行車用控制裝置，其中上述控制部使上述自行車之車速為上述第1速度以下之情形時的上述響應速度高於上述自行車之車速超過上述第1速度之情形時的上述響應速度。The bicycle control device according to claim 36, wherein the control unit makes the response speed when the speed of the bicycle is equal to or lower than the first speed higher than the response speed when the speed of the bicycle exceeds the first speed . 一種自行車用控制裝置，其包含控制部，該控制部根據人力驅動力而控制輔助自行車之推進之馬達；且 上述控制部使上述馬達對輸入至上述自行車之人力驅動力之變化之響應速度於上述自行車開始行駛起特定期間以內的情形時與經過上述特定期間後的情形時不同。A bicycle control device includes a control unit that controls a motor that assists the propulsion of a bicycle according to a human driving force; and the control unit makes the motor respond to a change in the speed of the human driving force input to the bicycle at a speed above The situation within a specific period from the start of the bicycle is different from the situation after the specific period has elapsed. 如請求項38之自行車用控制裝置，其中上述控制部使自上述自行車開始行駛起上述特定期間以內之情形時之上述響應速度高於經過上述特定期間後之情形時的上述響應速度。The bicycle control device according to claim 38, wherein the control unit makes the response speed in a case within the specific period from the start of the bicycle running higher than the response speed in a case after the specific period has passed.
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