TWI732913B - Control device for bicycle - Google Patents

Abstract

The present invention provides a bicycle control device capable of performing motor control corresponding to the driving environment of the bicycle. The bicycle control device of the present invention includes a control unit that controls a motor that assists the propulsion of the bicycle based on the human drive force, and the control unit changes the change of the motor to the human drive force based on the tilt angle of the bicycle responding speed.

Description

Bicycle control device

The present invention relates to a control device for bicycles.

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 Technical Literature] [Patent Literature]

[Patent Document 1] Japanese Patent No. 5575968

What is desired is a bicycle control device that can appropriately control the motor even when the driving environment of the bicycle changes.

The object of the present invention is to provide a bicycle control device that can perform motor control corresponding to the driving environment of the bicycle.

An aspect of the bicycle control device according to the first aspect of the present invention includes a control unit that controls a motor that assists the propulsion of the bicycle based on a human driving force, and the control unit changes the bicycle according to the tilt angle of the bicycle The response speed of the motor to the aforementioned changes in the human driving force.

The tilt angle of the bicycle reflects the slope of the road. The slope of the road is the driving ring of the bicycle An example of the environment. According to the first aspect of the bicycle control device, the response speed of the motor to the change of the human driving force is changed according to the tilt angle of the bicycle. Therefore, the motor control corresponding to the driving environment of the bicycle can be performed.

In the bicycle control device according to the second aspect of the first aspect, the control unit changes the response speed when the human driving force decreases.

The manpower driving force is greatest 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 to 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 human driving force drops. Therefore, when the rotation angle of the crank is 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 third aspect of the second aspect, if the inclination angle of the bicycle on the uphill road increases, the control unit reduces the response speed of the motor.

According to the above bicycle control device, if the inclination angle of the bicycle on an uphill road increases, the response speed of the motor decreases. Therefore, the output of the motor is not easy to drop when the rotation angle of the crank turns from the middle angle to the top dead center or the bottom dead center. Therefore, it is possible to perform propulsion assistance for the bicycle on the uphill road with a heavy load of the rider.

In the bicycle control device according to the fourth aspect of 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 increases, the output of the motor tends to decrease when the human driving force decreases. Therefore, it is possible to perform bicycle propulsion assistance that is suitable for the rider on a downhill road with a small load.

In the bicycle control device according to the fifth aspect of the first aspect, 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 rises. Therefore, when the rotation angle of the crank is from the top dead center or the bottom dead center to the middle angle, the motor control corresponding to the driving environment of the bicycle can be performed .

In the bicycle control device according to the sixth aspect of the fifth aspect, if the inclination angle of the bicycle on the 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 the uphill road increases, the response speed of the motor increases. Therefore, the output of the motor is advanced when the rotation angle of the crank is from the top dead center or the bottom dead center to the middle angle rise. Therefore, it is possible to perform bicycle propulsion assistance suitable for riders on uphill roads with a heavy load.

In the bicycle control device according to the seventh aspect of the fifth or sixth aspect, if the inclination angle of the bicycle on the 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 the downhill road increases, the output of the motor will not easily rise when the human driving force increases. Therefore, it is possible to perform bicycle propulsion assistance that is suitable for the rider on a downhill road with a small load.

In the bicycle control device according to the eighth aspect of any one of the first to seventh aspects, the control section changes the response speed step by step in accordance with the tilt angle of the bicycle.

According to the eighth aspect of the bicycle control device, compared with the case where the response speed is continuously changed according to the tilt angle of the bicycle, the processing for changing the response speed can be simplified.

In the bicycle control device according to the ninth aspect of any one of the first to eighth aspects, if the inclination angle of the bicycle on the uphill road is equal to or greater than the first angle, the control unit makes the response speed fixed.

According to the ninth aspect of the bicycle control device, if the inclination angle of the bicycle on the uphill road is If the angle is greater than or equal to the first angle, the response speed becomes constant, so it is possible to suppress the excessive load of the process of changing the response speed according to the tilt angle of the bicycle.

In the bicycle control device according to the tenth aspect of 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 makes the response speed fixed.

According to the tenth aspect of the bicycle control device, it is possible to suppress the excessive load of the process of changing the response speed according to the tilt angle of the bicycle.

In the bicycle control device according to the eleventh aspect of any one of the first to tenth aspects, the response speed of the bicycle is the same as the response speed of the bicycle when the control unit makes the speed of the bicycle less than or equal to the first speed. 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 the speed exceeds the first speed, the bicycle propulsion assistance suitable for the vehicle speed can be performed separately.

In the bicycle control device according to the twelfth aspect of any one of the first to eleventh aspects, the control unit changes the response speed according to a change in the tilt angle of the bicycle.

According to the twelfth aspect of the bicycle control device, it is possible to perform bicycle propulsion assistance suitable for driving roads with varying inclination angles.

In the bicycle control device according to the thirteenth aspect of the twelfth aspect, if the increase speed of the inclination angle of the bicycle on the uphill road becomes greater, the control unit increases the response speed when the human driving force rises .

According to the thirteenth aspect of the bicycle control device, it is possible to perform motor output control in accordance with the pedaling state of the rider on the uphill road with gradually increasing inclination angle.

In the bicycle control device according to the 14th aspect of the 12th or 13th 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, The control unit reduces the response speed when the driving force of human power increases.

According to the fourteenth aspect of the bicycle control device, when the driving road changes from an upward slope to a downward slope above the third angle, bicycle propulsion assistance suitable for the road can be performed.

In the bicycle control device according to the fifteenth aspect of any one of the first to fourteenth aspects, the control section changes the response speed according to the rotation speed of the crank of the bicycle.

According to the 15th aspect of the bicycle control device, the motor output control corresponding to the pedaling state of the rider can be performed.

In the bicycle control device according to the 16th aspect of the 15th aspect, the control unit may control the motor in the first mode in which the response speed decreases when the rotation speed of the crank increases.

According to the sixteenth aspect of the bicycle control device, in the first mode, when the rotation speed of the crank is low, the output of the motor tends to decrease when the human driving force decreases. Therefore, the rider can easily 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 especially easy to drive on rough and uneven cross-country roads.

In the bicycle control device according to the seventeenth aspect of the sixteenth aspect, in the first mode, if the rotation speed of the crank becomes equal to or higher than the first speed, the control unit fixes the response speed.

According to the bicycle control device of the seventeenth aspect, in the first mode, if the crank rotation speed becomes equal to or higher than the first speed, the response speed becomes constant. Therefore, it is possible to suppress the The processing load of changing the response speed is too large.

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 increases when the rotation speed of the crank increases.

According to the eighteenth aspect of the bicycle control device, in the second mode, when the rotation speed of the crank is low, the output of the motor is not easily decreased when the human driving force is decreased. Therefore, the interruption of the assistance provided by the motor can be suppressed. By controlling the motor in the second mode, the bicycle is especially easy to drive on flat roads.

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 fixes the response speed.

According to the 19th 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 becomes fixed. Therefore, it is possible to suppress excessive load in the process of changing the response speed according to the rotation speed of the crank .

In the bicycle control device according to the twentieth aspect of the 16th or 17th aspect, the control unit may control the motor in a second mode in which the response speed increases if the rotation speed of the crank increases.

According to the twentieth aspect of the bicycle control device, when driving in a state where the rotation speed of the crank is low, the output of the motor is not easily decreased when the human driving force decreases. Therefore, the interruption of the assistance provided by the motor can be suppressed. By controlling the motor in the second mode, the bicycle can be especially easy to drive on the road.

In the bicycle control device according to the 21st aspect of the 20th 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 noise The speed should be fixed.

According to the 21st 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 becomes fixed. Therefore, the process of changing the response speed according to the rotation speed of the crank can be prevented from being overloaded. .

In the bicycle control device according to the 22nd aspect of the 20th or 21st aspect, the control unit can switch the first mode and the second mode in accordance with the operation of the operation unit capable of communicating with the control unit .

According to the 22nd aspect of the bicycle control device, the first mode and the second mode can be switched according to the rider's wishes.

In the bicycle control device according to the 23rd aspect of any one of the first to 22nd aspects, the control unit uses a low-pass filter to change the response speed.

According to the 23rd aspect, the bicycle control device uses a low-pass filter to change the response speed, so the response speed can be changed by simple processing.

An aspect of a bicycle control device according to a twenty-fourth aspect of the present invention includes a control unit that controls a motor that assists in the propulsion of the bicycle in accordance with the operation of the operation unit provided on the bicycle, and the control unit is based on the above At least one of the tilt angle of the bicycle and the change amount of 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 according to the operation of the operating unit, the output torque of the motor can be adjusted to correspond to at least one of the inclination angle of the bicycle and the amount of change in the inclination angle of the bicycle. Control the motor in a suitable way to increase the speed.

In the bicycle control device according to the twenty-fourth aspect and the twenty-fifth aspect, if the inclination angle of the bicycle on the 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 increases, the output torque of the motor can be increased earlier.

In the bicycle control device according to the twenty-sixth or twenty-fifth aspect of the bicycle, if the inclination angle of the bicycle on the downhill road increases, the control unit reduces the increase speed of the output torque of the motor.

According to the 26th aspect, the bicycle control device can suppress the increase in the output torque of the motor when the inclination angle of the bicycle on the downhill road increases.

In the bicycle control device according to the 27th aspect of any one of the 24th to 26th aspects, if the increasing speed of the inclination angle of the bicycle on the uphill road becomes greater, the control unit increases the output of the motor The 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 a road running on a slope uphill gradually.

In the bicycle control device according to the 28th aspect of any one of the 24th to 27th aspects, if the increase speed of the inclination angle of the bicycle on the downhill road becomes larger, the control unit lowers the output of the motor The increase speed of torque.

According to the 28th aspect, the bicycle control device can suppress the increase in the output torque of the motor when driving on a road where the gradient of the downhill road gradually increases.

An aspect of the bicycle control device according to the 29th aspect of the present invention includes a control unit that controls a motor that assists in the propulsion of the bicycle, and the control unit is such that the output torque of the motor becomes less than or equal to a specific torque In control, 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 that the output torque is suitable for the tilt angle.

In the bicycle control device according to the 29th aspect and the 30th aspect, the specific torque includes a first torque, and the control unit is configured to control the motor according to the human driving force, and to drive according to the human power When the motor is controlled by force, the control is performed so that the output torque of the motor becomes equal to or less than the first torque, and the first torque is changed according to the tilt angle of the bicycle.

According to the 30th aspect of the bicycle control device, the motor can be controlled so as to be less than the first torque suitable for the tilt angle.

In the bicycle control device according to the 31st aspect of the 30th 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 the 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 one of the 29th to 31st aspects, the specific torque includes a second torque, and the control unit is configured to be capable of operating in accordance with the operation provided on the bicycle When the motor is controlled by the operation of the operating unit, and the motor is controlled based on the operation of the operating unit, the control is performed so that the output torque of the motor becomes equal to or less than the second torque. Changes according to the tilt angle of the above bicycle.

According to the 32nd aspect, the bicycle control device can control the motor so as to be less than the second torque suitable for the tilt angle when the motor is controlled based on the operation of the operating unit.

In the bicycle control device according to the 33rd aspect of the 32nd aspect, if the inclination angle of the bicycle on the uphill road increases, the control unit increases the second torque.

According to the 33rd 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 34th aspect of the bicycle control device according to any one of the above-mentioned 1st to 33rd aspects It further includes a tilt detection unit that detects the tilt angle of the bicycle.

According to the 34th aspect of the bicycle control device, the inclination angle of the bicycle can be detected by the inclination detecting unit.

In the bicycle control device according to the 35th aspect of any one of the first to 23rd, 30th, and 31st aspects, the control unit is based on the human driving force and the rotation speed of the bicycle crank And calculate the above-mentioned inclination angle.

According to the 35th aspect of the bicycle control device, the control unit calculates the tilt angle based on the human driving force and the rotation speed of the crank, so there is no need for sensors other than the sensor for detecting the human driving force and the sensor for detecting the rotation speed of the crank. Separately equipped with a sensor to detect the tilt angle.

An aspect of the bicycle control device according to the 36th aspect of the present invention includes a control unit that controls a motor that assists the propulsion of the bicycle based on a human driving force, and the control unit causes the motor to change the human driving force The response speed is different when the speed of the bicycle is below the first speed and when the speed of the bicycle exceeds the first speed.

According to the 36th aspect, the bicycle control device can control the motor at a better response speed when the bicycle speed is lower than 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 of the bicycle lower than the first speed when the response speed is 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 below the first speed, the output of the motor can be increased in advance when the output of the motor is increased.

An aspect of the bicycle control device according to the 38th aspect of the present invention includes a control unit that controls a motor that assists the propulsion of the bicycle based on a human driving force, and the control unit uses The response speed of the motor to the change of the human driving force input to the bicycle is different when the bicycle is within a specific period from the start of the bicycle and when the specific period has elapsed.

According to the 38th aspect of the bicycle control device, the motor can be controlled with a better response speed when the bicycle starts running within a certain period of time and when the certain period has passed.

In the bicycle control device according to the 38th aspect and the 39th aspect, the control unit makes the response speed of the bicycle within the specified period from the start of the bicycle run higher than when the specified period has elapsed. The above response speed.

According to the 39th aspect of the bicycle control device, the output of the motor can be increased in advance when the output of the motor is increased when the motor output is increased when the bicycle starts running within a certain period of time.

The bicycle control device of the present invention can perform motor control corresponding to the driving environment of the bicycle.

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: Bicycle 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: 1st element

40B: 2nd element

42: Mode switching part

44: Human Driving Force Computing Department

46: Increase/decrease judgment department

48: Correction Department

50: Output calculation section

52: low pass filter

54: Response speed setting section

M1: The first magnet

M2: The second magnet

N1: 1st speed

K1: Time constant

L11: Line 1

L12: Line 2

L13: Line 3

Fig. 1 is a block diagram showing the electrical structure of a bicycle including the bicycle control device of the first embodiment.

Fig. 2 is a flowchart of motor control executed by the control unit of Fig. 1.

Fig. 3 is a graph showing the relationship between the time constant in the first mode set by the control unit of Fig. 1 and the rotation speed and tilt angle of the crank.

4 is a graph showing the relationship between the time constant in the second mode set by the control unit of 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 rotation 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 the control unit of the seventh embodiment.

Fig. 18 is a flowchart of motor control executed by the control unit of the eighth embodiment.

Fig. 19 is a flowchart of motor control in the first modification.

Fig. 20 is a flow chart of the motor control of the second modification.

Fig. 21 is a flowchart of the motor control of the third modification.

Fig. 22 is a flowchart of the motor control of the fourth modification.

Fig. 23 is a flow chart of the motor control of the fifth modification.

Fig. 24 is a flowchart of the motor control of the sixth modification.

Fig. 25 is a flow chart of the motor control of the seventh modification.

(First Embodiment)

A bicycle equipped with the bicycle control device of the embodiment will be described with reference to FIG. 1.

The bicycle 10 includes a drive mechanism 12, an operating unit 14, a battery 16, an auxiliary device 18, and a bicycle control device 30. The bicycle 10 is, for example, a mountain bicycle, or a road bicycle or a city bicycle.

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 the human driving force applied to the pedal 12D to the rear wheels (not shown in the figure). The driving mechanism 12 is configured to transmit the rotation of the crank to the rear wheels via a chain, a belt, or a shaft (all of which are omitted in the figure), for example. 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 rotates forward, and not to rotate the front rotating body backward when the crank 12A rotates backward. The front rotating body includes a sprocket, a pulley or a helical gear (all of which are omitted). The front rotating body may be coupled to the crankshaft 12B without a one-way clutch.

The operating unit 14 is provided on the bicycle 10. The operating part 14 is mounted on 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 and the control unit 32 of the bicycle control device 30 can be communicably connected by wire or wireless. The operation unit 14 includes, for example, an operation member, a sensor that detects the movement of the operation member, and a circuit that communicates with the control unit 32 based on the output signal of the sensor. The operating portion 14 includes one or more operating members for changing the driving mode of the motor 22. Each operating member includes a push switch, a lever switch, or a touch panel. When the rider operates the operation unit 14, the operation unit 14 sends a switching signal for switching the driving mode of the bicycle 10 to the control unit 32. The driving mode includes a first mode and a second mode. The first mode is a mode suitable for driving on rough and dangerous roads. The second mode is a mode suitable for driving on a flat road.

The battery 16 includes one or more battery cells. The battery unit contains a rechargeable battery. Battery 16 The motor 22 is electrically connected to the auxiliary device 18 to supply electric power to the motor 22. The battery 16 supplies electric 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 drive circuit 20 and a motor 22. The drive circuit 20 controls the electric power supplied from the battery 16 to the motor 22. The motor 22 assists the propulsion of the bicycle 10. The motor 22 includes an electric motor. The motor 22 is provided so as to transmit rotation to the human driving force transmission path from the pedal 12D to the rear wheels (not shown), or the front wheels (not shown). The motor 22 is installed on the frame (not shown), the rear wheel, or the front wheel of the bicycle 10. In one example, the motor 22 is combined with the power transmission path from the crankshaft 12B to the front rotating body. It is preferable to provide a one-way clutch (not shown in the figure) on the power transmission path between the motor 22 and the crankshaft 12B in such a way that the one-way clutch does not rotate the crankshaft 12B in the forward direction of the bicycle 10 The motor 22 rotates due to the rotational force of the crank. The auxiliary device 18 may also include a reducer that decelerates the rotation of the motor 22 and outputs it.

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, Micro Processing Unit). Various control programs and information used for various control processing are stored in the storage unit 34. The memory unit 34 includes, for example, non-volatile memory and volatile memory.

The tilt detection unit 36 detects the tilt angle D of the bicycle 10. The tilt detection unit 36 is communicably connected with the control unit 32 in a wired or wireless manner. The tilt detection unit 36 includes a three-axis gyroscope sensor 36A and a three-axis acceleration sensor 36B. The output of the tilt detection unit 36 includes each of the three axes The information of the attitude angle and the acceleration of each of the three axes. Furthermore, the three-axis attitude angles are the pitch angle DA, the roll angle DB, and the pan angle DC. Preferably, the three axes of the gyroscope sensor 36A are consistent with the three axes of the acceleration sensor 36B. The tilt detection unit 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 unit 32. The tilt angle D of the bicycle 10 is the absolute value of the pitch angle DA. When the bicycle 10 is running on an uphill road, the pitch angle DA is positive. The greater the tilt angle D of the bicycle 10 on the uphill road, the greater the pitch angle DA. When the bicycle 10 is running on a downhill road, the pitch angle DA is negative. The greater 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 gyroscope 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 the human driving force T applied to the crankshaft 12B. The torque sensor 38 can be arranged between the crankshaft 12B and the front rotating body (not shown), can also be arranged on the crankshaft 12B or the front sprocket, or can be arranged on the crank arm 12C or the pedal 12D. The torque sensor 38 can be implemented using, for example, a strain sensor, a magnetic strain sensor, an optical sensor, and a pressure sensor, as long as it outputs and applies a human driving force to the crank arm 12C or pedal 12D Any sensor can be used for 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 the frame (not shown in the figure) of the bicycle 10 or the housing (not shown in the figure) 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 crankshaft 12B or the crank arm 12C, and is arranged coaxially with the crankshaft 12B. The first magnet M1 is a ring-shaped magnet, and a plurality of magnetic poles are alternately arranged in the circumferential direction. Element 1 40A detects the rotation angle of crank 12A relative to the frame. When the first element 40A makes one revolution of the crank 12A, it outputs an angle obtained by dividing 360 degrees by the number of magnetic poles of the same pole as a signal of one cycle. The minimum value of the rotation angle of the crank 12A that can be detected by the rotation angle sensor 40 is 180 degrees or less, preferably 15 degrees, and more preferably 6 degrees. The second magnet M2 is provided on the crankshaft 12B or the crank arm 12C. The second element 40B detects the reference angle of the crank 12A relative to the frame (for example, the top dead center or the bottom dead center of the crank 12A). The second element 40B outputs a signal with one rotation of the crankshaft 12B as one cycle.

The rotation angle sensor 40 may also include a magnetic sensor that outputs a signal corresponding to the intensity of the magnetic field instead of the first element 40A and the second element 40B. In this case, instead of the first magnet M1 and the second magnet M2, a ring-shaped magnet whose magnetic field intensity changes in the circumferential direction is provided on the crank shaft 12B coaxially with the crank shaft 12B. By using a magnetic sensor that outputs a signal corresponding to the intensity of the magnetic field, 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 structure 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 recorded as the 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 stepwise in accordance with 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 in accordance with the operation of the operation unit 14. In the first mode and the second mode, the response speed R to the tilt angle D and the rotation speed N of the crank is different from each other.

If the inclination angle D of the bicycle 10 on the uphill road increases, the control unit 32 lowers the motor 22 The response speed R. 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 fixes the response speed R. Specifically, in the first mode, if the inclination angle D of the bicycle 10 on the uphill road increases, the control unit 32 reduces the response speed of the motor 22. In the first mode, if 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 fixes the response speed R. In the second mode, if the inclination angle D of the bicycle 10 on the uphill road increases, the control unit 32 reduces the response speed of the motor 22.

If the inclination angle D of the bicycle 10 on the downhill road increases, the control unit 32 increases the response speed R. If 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 fixes the response speed R. 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, if 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 fixes the response speed R. 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 greater than or equal to the second angle D2, Then, the control unit 32 fixes the response speed R.

The control unit 32 can control the motor 22 in the first mode in which the response speed R decreases if the crank rotation speed N increases. In the first mode, if the rotation 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 if the crank rotation speed N increases. In the second mode, if the rotation speed N of the crank becomes equal to or higher than the second speed N2, the control unit 32 makes the response speed R constant.

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

The mode switching unit 42 switches the running mode of the bicycle 10 based on the switching signal from the operation unit 14. When the mode switching unit 42 receives the switching signal for switching the driving mode to the first mode from the operation unit 14, it sends a signal for setting the first map corresponding to the first mode stored in the memory unit 34 to the correction部48. When the mode switching unit 42 receives the switching signal for switching the driving mode to the second mode from the operation unit 14, it sends a signal for setting the second map corresponding to the second mode stored in the memory unit 34 to the correction部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 has increased or decreased. For example, calculate whether the human driving force T in this operation cycle is increased or decreased compared to the human driving force T in the previous operation 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 uses the time constant K to correct the human driving force T to the corrected driving force TX. The larger the time constant K, the lower the response speed R, and the later the change in the correction driving force TX that occurs with the change in the human driving force T.

The response speed setting unit 54 sets the time constant K used in the low-pass filter 52. The response speed setting unit 54 uses the first map or the second map set by the mode switching unit 42, the tilt angle D, and the rotation speed N of the crank to set the time constant K.

The output calculation unit 50 determines the output of the motor 22 based on the human driving force T (hereinafter referred to as "motor output TM"). The output calculation unit 50 determines, for example, at least one of the motor torque and the motor rotation number as the motor output TM. The output calculation unit 50 selects the human driving force T and the modified driving force based on the determination result of the increase/decrease determination unit 46 and the comparison result of the human driving force T and the corrected driving force TX. One of the power TX determines the motor output TM based on the selected human driving force T or the modified driving force TX. Specifically, when the human power driving force T decreases, the output calculation unit 50 determines a value obtained by multiplying the corrected 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 corrected driving force TX, the output computing unit 50 determines the value obtained by multiplying the corrected 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 greater than the corrected driving force TX, the output computing unit 50 determines the motor output TM by multiplying the human driving force T by a specific value. Furthermore, the specific value is changed according to the driving mode in which the ratio of the motor output TM to the human driving force T is different. The driving mode is switched by the operation of the operation unit 14 by the rider 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 executed by the control unit 32 will be described with reference to FIG. 2. The motor control is repeatedly performed in a specific cycle during the period during which electric 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 travel mode is the first mode. When the control unit 32 determines that the traveling mode is the first mode, it proceeds to step S13. The control unit 32 calculates the corrected driving force TX based on the first map, the tilt angle D, the rotation 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 or not the human driving force T has decreased. For example, when the manpower driving force T in this calculation period is less than the manpower driving force T in the previous calculation period, the control unit 32 determines that it means that the manpower driving force T is decreased.

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. In step S16, the control unit 32 controls the motor 22 based on the motor output TM. After a certain period, the processing from step S11 is executed again.

When the first mode is selected, under the condition that the crank rotation speed N remains unchanged, the larger the inclination angle D on the uphill road, the lower the response speed R. When the first mode is selected, if the inclination angle D on the uphill road is greater than or equal to 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 remains unchanged, if the crank rotation speed N increases, the response speed R decreases. When the first mode is selected, if the rotation speed N of the crank becomes equal to or higher than the first speed N1, the response speed R becomes constant.

As shown in FIG. 3, in the first map, the greater the pitch angle DA, the greater the time constant K relative 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 relative to the specific crank rotation speed N, and the smaller the response speed R.

The first line L11 in FIG. 3 represents the relationship between the rotation speed N of the crank and the time constant K when the pitch angle DA is the first pitch angle DA1. The first line L11 is represented by a solid line. The second line L12 represents the relationship between the crank rotation speed N and the time constant K when the pitch angle DA is the second pitch angle DA2. The second line L12 is indicated by a broken line. The third line L13 represents the relationship between the rotation 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 represented by a one-point 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, the pitch angle DA of the bicycle 10 corresponding to 10% of the slope of the road, and is expressed as a positive value. When the pitch angle DA is the first pitch angle DA1, the inclination angle D of the bicycle 10 on the uphill 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, and the third pitch angle DA3 is 0 degrees.

In the first map, it is set so that when the pitch angle DA is greater than or equal to the first pitch angle DA1, the time constant K is fixed. As shown in the first line L11, when the pitch angle DA is the first pitch angle DA1 When, regardless of the crank rotation speed N, the first specific value K1 is selected as the time constant K.

In the first map, it is set that when the pitch angle DA does not reach the first pitch angle DA1, the time constant K increases as the rotation speed N of the crank increases. According to the first map, when the pitch angle DA does not reach the first pitch angle DA1, if the crank rotation speed N becomes the first speed N1 or higher, the time constant K becomes fixed. In one example, the time constant K when the pitch angle DA does not reach the first pitch angle DA1 and the crank rotation speed N is higher than the first speed N1 is equal to the time constant K1 when the pitch angle DA is higher 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 linear 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 linear the time constant K increases. When the crank rotation speed N becomes higher than the first speed N1 , The time constant K becomes the first specific value K1. When the pitch angle DA is the third pitch angle DA3, under the condition that the crank rotation speed N is not within the range of the first speed N1 and the crank rotation speed N is the same, the time constant K is less than the pitch angle DA as the second pitch angle The time constant K at DA2.

The rotation speed N of the crank in the first map is the relationship between the rotation speed N of the crank and the time constant K in the range below the first speed N1 and is preset using the first calculation formula. The first arithmetic expression includes a coefficient determined based on the inclination angle D. The first arithmetic expression is expressed by the following mathematical expression (1), for example.

K=(4×A1×N)+(L1×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, the smaller. "A2" is set so that the larger the inclination angle D, the larger. Table 1 indicates An example of the relationship between "A1" and [A2] and the tilt angle D.

As shown in FIG. 2, when it is determined in step S12 that the current running mode is not the first mode, that is, when the current running mode is the second mode, the control unit 32 proceeds to step S17. The control unit 32 calculates the corrected driving force TX based on the second map, the tilt angle D, the rotation 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 or not the human driving force T has decreased. When it is determined in step S14 that the human power driving force T has decreased, the control unit 32 calculates the motor output TM based on the corrected 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 the processing from step S11 again after a certain period has elapsed.

When the second mode is selected, under the condition that the crank rotation speed N remains unchanged, the greater the inclination angle D on the downhill road, the higher the response speed R. When the second mode is selected, if the inclination angle D on the downhill road is less than or equal to 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 increases. When the second mode is selected, it is set to increase the response speed R if the crank rotation speed N increases under the condition that the inclination angle D remains unchanged. When the second mode is selected, if the rotation 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 relative to the specific crank rotation speed N. Therefore, according to the second map, the more the inclination angle D on the downhill is Larger, the smaller the time constant K relative to the specific crank rotation speed N, the smaller the response speed R.

The first line L21 in FIG. 4 represents the relationship between the rotation speed N of the crank and the time constant K when the pitch angle DA is the fourth pitch angle DA4. The first line L21 is represented by a solid line. The second line L22 represents the relationship between the rotation 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 represented by a one-point chain line. The third line L23 represents the relationship between the crank rotation speed N and the time constant K when the pitch angle DA is the sixth pitch angle DA6. The third line L23 is represented by a long broken line. The fourth line L24 represents the relationship between the crank rotation speed N and the time constant K when the pitch angle DA is the seventh pitch angle DA7. The fourth line L24 is represented by a short dashed line. The fifth line L25 represents 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 represented 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, the pitch angle DA of the bicycle 10 corresponding to -10% of the slope of the road, and is expressed as a negative value. When the pitch angle DA is the fourth pitch angle DA4, the inclination angle D of the bicycle 10 on the downhill 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, the seventh pitch angle DA7 is +2.8 degrees, and the eighth pitch angle DA8 is + 5.7 degrees.

In the second map, it is set so that when the pitch angle DA is equal to or less than the fourth pitch angle DA4, the time constant K is fixed. As shown by the first line L21, when the pitch angle DA is the fourth pitch angle DA4, the second specific value K2 is selected as the time constant K regardless of the rotation speed N of the crank. The second specific value K2 is, for example, "0".

In the second map, it is set that when the pitch angle DA is greater than the fourth pitch angle DA4, if the crank rotation speed N increases, the time constant K decreases. In the second map, when the pitch angle DA is greater than the fourth pitch angle DA4, if the crank rotation speed N becomes higher than the second speed N2 The time constant K becomes fixed. In one example, the time constant K when the pitch angle DA is greater than the fourth pitch angle DA4 and the crank rotation speed N is higher than the second speed N2 is equal to the time constant K2 when the pitch angle DA is 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 rotation speed N, the more exponentially the time constant K decreases, and the crank rotation speed N becomes the second speed When N2 or more, the time constant K becomes the second specific value K2.

As shown by the third line L23, when the pitch angle DA is the sixth pitch angle DA6, the higher the crank rotation speed N, the more exponentially the time constant K decreases, and the crank rotation speed N becomes the second speed When N2 or more, 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 crank rotation speed N is not within the range of the second speed N2 and the crank rotation speed N is the same, the time constant K is greater than the pitch angle DA as the fifth pitch angle The time constant K at DA5.

As shown by the fourth line L24, when the pitch angle DA is the seventh pitch angle DA7, the higher the crank rotation speed N, the more exponentially the time constant K decreases, and the crank rotation speed N becomes the second speed When N2 or more, 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 crank rotation speed N is not within the range of the second speed N2 and the crank rotation speed N is the same, the time constant K is greater than the pitch angle DA as the sixth pitch angle The time constant K at DA6.

As shown by the fifth line L25, when the pitch angle DA is the eighth pitch angle DA8, the higher the crank rotation speed N, the more exponentially the time constant K decreases, and the crank rotation speed N becomes the second speed When N2 or more, 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 crank rotation speed N is not within the range of the second speed N2 and the crank rotation speed N is the same, the time constant K is greater than the pitch angle DA as the seventh pitch angle The time constant K when the degree is DA7.

The rotation speed N of the crank in the second map is the relationship between the rotation speed N of the crank and the time constant K in the range below the second speed N2 and is preset using the second calculation formula. The second calculation formula includes a coefficient determined based on the pitch angle DA. The second arithmetic expression is expressed by the following mathematical expression (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.

As shown in FIG. 2, when the control unit 32 determines in step S14 that the human power driving force T has not decreased, it determines in step S18 whether the human power driving force T is greater than the corrected driving force TX. When it is determined in step S18 that the human power driving force T is greater than the corrected driving force TX, the control unit 32 calculates the motor output TM based on the human power driving force T in step S19, 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 has elapsed.

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 corrected driving force TX, it calculates the motor output TM based on the corrected driving force TX 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 After the specific period has passed, the process is executed again from step S11. That is, during the period when the human driving force T is increasing, the motor 22 is controlled based on the larger of the human driving force T and the corrected driving force TX.

An example of motor control when the first mode is selected will be described with reference to FIG. 5. Figure 5(a) shows the relationship between time and human driving force T. Figure 5(b) shows the relationship between time and pitch angle DA. Figure 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 represents the motor output TM when the tilt angle D changes during driving, and the two-dot chain line represents the motor output TM when the tilt angle D does not change during driving.

From time t10 to time t11 in FIG. 5, the period during which the pitch angle DA is equal to or greater than the first pitch angle DA1 is shown. During this period, when the human driving force T increases, that is, when the crank arm 12C (refer to FIG. 1) rotates from the top dead center or the bottom dead center toward the intermediate angle between the top dead center and the bottom dead center, if the human driving force T is greater than the correction With the driving force TX, the motor output TM changes with an increasing amplitude substantially equal to the increasing amplitude of the human driving force T. Also, when the human driving force T decreases, that is, when the crank arm 12C (refer to FIG. 1) rotates from the middle angle between the top dead center and the bottom dead center toward the top dead center or the bottom dead center, the motor output TM is greater than the human driving force T The reduction is small and the reduction is reduced.

Time t11 represents the time when the pitch angle DA is less than or equal to the first pitch angle DA1 and greater than the second pitch angle DA2. At this time, the control unit 32 reduces the time constant K according to the pitch angle DA. Therefore, the reduction range of the correction driving force TX is larger than the period from time t10 to the time t11, and the reduction range of the correction driving force TX is close to the reduction range of the human driving force T. Therefore, the reduction range of the motor output TM is close to the reduction range of the human driving force T. That is, the response speed R of the motor 22 to the change of the human driving force T is improved. When maintaining the state where the pitch angle DA is less than or equal to the first pitch angle DA1 and greater 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 represents the time when the pitch angle DA is less than or equal to the second pitch angle DA2 and greater than the third pitch angle DA3. Therefore, the reduction range of the correction driving force TX is larger than the period from time t11 to t12. Therefore, the reduction range of the motor output TM is then close to the reduction range of the human driving force T. That is, the response speed R of the motor 22 to the change of the human driving force T is improved. 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.

6, an example of motor control when the second mode is selected will be described. Figure 6(a) shows the relationship between time and human driving force T. Fig. 6(b) shows the relationship between time and pitch angle DA. Figure 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 represents an example of the execution mode of the motor control when the tilt angle D changes during driving, and the two-dot chain line represents the execution mode of the motor control when the tilt angle D does not change during driving. An example.

From time t20 to time t21 in FIG. 6, the period during which the pitch angle DA is less than or equal to the sixth pitch angle DA6 and greater than the fifth pitch angle DA5 is shown. During this period, if the human driving force T is greater than the corrected driving force TX, when the human driving force T increases, the motor output TM changes at an increasing amplitude substantially equal to the increasing amplitude of the human driving force T. In addition, when the human driving force T is reduced, the motor output TM is reduced by a reduction that is smaller than the reduction of the human driving force T.

Time t21 represents the time when the pitch angle DA is less than or equal to the fifth pitch angle DA5 and greater than the fourth pitch angle DA4. At this time, the control unit 32 reduces the time constant K according to the pitch angle DA. Therefore, the reduction range of the correction driving force TX is increased, and the reduction range of the correction driving force TX is close to the reduction range of the human driving force T. Therefore, the reduction range of the motor output TM is close to the reduction range of the human driving force T. That is, the response speed R of the motor 22 to the change of the human driving force T is improved. When maintaining the pitch angle DA below the fifth pitch angle DA5 and greater than the fourth pitch angle DA4 In the state, the control unit 32 controls the motor 22 at a fixed response speed R when the human driving force T decreases.

Time t22 indicates the time when the pitch angle DA is less than or equal to the fourth pitch angle DA4. At this time, the control unit 32 sets the time constant K to "0". Therefore, the reduction range of the correction driving force TX increases, and the reduction range of the correction driving force TX becomes substantially equal to the reduction range of the human driving force T. Therefore, the reduction range of the motor output TM becomes substantially equal to the reduction range of the human driving force T. That is, the response speed R of the motor 22 to the change of the human driving force T is improved. When maintaining the state where the pitch angle DA is less than or equal to 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 a state where the greater the inclination angle D of the uphill road, the greater the motor output TM, so that the load on the rider can be reduced when driving on the uphill road. The bicycle control device 30 causes the motor output TM to change in response to changes in the human driving force T on a downhill or flat road in a timely manner, so the rider can easily control the bicycle 10 when driving on a downhill or flat road.

When the bicycle 10 is climbing on a rugged cross-country road, the force acting behind the bicycle 10 is greater than when the bicycle 10 is climbing on a flat road. However, if the bicycle control device 30 is used, you can select the first Mode makes it difficult for the rider to feel the lack of motor output TM.

(Second Embodiment)

1 and FIG. 7 to FIG. 9, the bicycle control device 30 according to the second embodiment will be described. The bicycle control device 30 of the second embodiment is the same as the bicycle control device 30 of the first embodiment, except that the response speed Q of the motor 22 is changed according to the inclination angle D when the human driving force T is increased. . Therefore, for the configuration common to the first embodiment, the same reference numerals as in the first embodiment are assigned, and repeated descriptions are omitted.

The control unit 32 changes the response speed of the motor 22 when the human driving force T increases. The response speed of the motor 22 when the human driving force T rises is recorded as the response speed Q. The control unit 32 may change the response speed Q step by step according to the tilt angle D of the bicycle 10. The control unit 32 may continuously change the response speed Q according to the tilt angle D of the bicycle 10.

If the inclination angle D of the bicycle 10 on the uphill road increases, the control unit 32 increases the response speed Q. If the inclination angle D of the bicycle 10 on the uphill road increases, 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, the response speed Q when the control unit 32 increases the human driving force T is fixed.

If the inclination angle D of the bicycle 10 on the downhill road increases, the control unit 32 decreases 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 is greater than or equal to the second angle D2, the response speed Q when the control unit 32 increases the human driving force T is fixed.

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

The third map defines the correction value CX when the human driving force T increases in the first mode. In one example, it is specified in the third map that the greater the rising speed of the human driving force T, the greater the correction value CX, and it is specified that the greater the pitch angle DA is, the greater the correction value CX is. The fourth map defines the correction value CX when the human driving force T increases in the second mode. In one example, it is specified in the fourth map that the greater the rising speed of the human power driving force T, the greater the correction value CX, and the greater the pitch angle DA, the smaller the correction value CX. The third map can also be specified as the rising speed of the human driving force T. Off, the greater the pitch angle DA, the greater the correction value CX. The fourth map may also be specified as being independent of the ascending speed of the human driving force T, and the larger the pitch angle DA, the smaller the correction value CX.

The control unit 32 may also perform the following control: in the case of adding the correction value CX to the human driving force T to calculate the corrected driving force TX, in the third map and the fourth map, if the rising speed of the human driving force T is less than the specific Speed, set the correction value CX 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 corrected driving force TX, in the third map and the fourth map, if the rising speed of the human driving force T is less than a specific Speed, set the correction value CX to less than 1.

The motor control executed by the control unit 32 will be described with reference to FIG. 7. The motor control is performed repeatedly in a specific cycle in a state in which electric power is supplied to the control unit 32.

The control unit 32 calculates the human driving force T in step S31. Next, the control unit 32 determines in step S32 whether the current travel mode is the first mode. When the control unit 32 determines that the traveling mode is the first mode, it proceeds 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, it proceeds to step S34. The control unit 32 calculates the corrected driving force TX based on the first map, the tilt angle D, the rotation speed N of the crank, and the human driving force T in step S34, and then proceeds to step S35. The control unit 32 calculates the motor output TM based on the calculated corrected driving force TX in step S35, and then proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, and executes the processing from step S31 again after a certain period has elapsed.

When it is determined in step S33 that the human driving force T has increased or has not changed, the control unit 32 proceeds to step S37. The control unit 32 calculates the corrected driving force TX based on the third map, the inclination angle D, and the human power driving force T in step S37, and then proceeds to step S35. Specific and In other words, the control unit 32 calculates the value obtained by multiplying or adding the rising speed of the human driving force T by the correction value CX specified in the third map as the corrected driving force TX. The control unit 32 calculates the motor output TM based on the calculated corrected driving force TX in step S35, and then proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, and executes the processing from step S31 again after a certain period has elapsed.

When it is determined in step S32 that the current running mode is not the first mode, that is, when the current running mode is the second mode, the control unit 32 proceeds to step S38. The control unit 32 determines in step S38 whether or not the human driving force T has decreased. When the control unit 32 determines that the human driving force T has decreased, it proceeds to step S39. The control unit 32 calculates the corrected driving force TX based on the second map, the tilt angle D, the rotation speed N of the crank, and the human driving force T in step S39, and then proceeds to step S35. The control unit 32 calculates the motor output TM based on the calculated corrected driving force TX in step S35, and then proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, and executes the processing from step S31 again after a certain period has elapsed.

When it is determined in step S38 that the human driving force T has increased, the control unit 32 proceeds to step S40. The control unit 32 calculates the corrected driving force TX based on the fourth map, the inclination angle D, and the human power driving force T in step S40, and then proceeds to step S35. Specifically, the control unit 32 calculates the value obtained by multiplying or adding the rising speed of the human driving force T by the correction value CX specified in the fourth map as the corrected driving force TX. The control unit 32 calculates the motor output TM based on the calculated corrected driving force TX in step S35, and then proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, and executes the processing from step S31 again after a certain period has elapsed.

Referring to Fig. 8, an example of motor control when the first mode is selected will be described. Figure 8(a) shows the relationship between time and human driving force T. Fig. 8(b) shows the relationship between time and pitch angle DA. picture 8(c) represents 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 represents the motor output TM when the tilt angle D changes during driving, and the two-dot chain line represents the motor output TM when the tilt angle D does not change during driving.

From time t30 to time t31 in FIG. 8, the period during which the pitch angle DA is the pitch angle DA greater than or equal to the first pitch angle DA1 is shown. During the period X1 in which the corrected driving force TX in the period from time t30 to time t31 decreases, the human driving force T and the motor output TM change similarly to the period from time t11 to time t12 in FIG. 5. During the period from time t30 to time t31 during which the corrected driving force TX rises, X2, that is, the crank arm 12C (refer to FIG. 1) moves from the top dead center or the bottom dead center to the middle angle between the top dead center and the bottom dead center When rotating, the motor output TM changes with a larger increase than the increase of the human driving force T.

Time t31 represents the time when the pitch angle DA is less than or equal to the first pitch angle DA1 and greater than the second pitch angle DA2. During the period X1 in which the corrected driving force TX in the period from time t31 to time t32 decreases, the human driving force T and the motor output TM change similarly to the period from time t11 to time t12 in FIG. 5. The control unit 32 reduces the response speed Q in accordance with the pitch angle DA during the period X2 during which the corrected driving force TX increases during the period from the time t31 to the time t32. Therefore, the increase range of the corrected drive force TX is smaller than the increase range of the corrected drive force TX during the period from time t30 to time t31.

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

9, an example of motor control when the second mode is selected will be described. Figure 9(a) shows the relationship between time and human driving force T. Fig. 9(b) shows the relationship between time and pitch angle DA. Figure 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 represents an example of the execution mode of the motor control when the tilt angle D changes during driving, and the two-dot chain line represents the execution mode of the motor control when the tilt angle D does not change during driving. An example.

From time t40 to time t41 in FIG. 9, it represents the period during which the pitch angle DA is less than or equal to the sixth pitch angle DA6 and greater than the pitch angle DA of the fifth pitch angle DA5. During the period X1 in which the corrected driving force TX in the period from time t40 to time t41 decreases, the human driving force T and the motor output TM change similarly to the period from time t21 to time t22 in FIG. 6. During the period from time t40 to time t41 during which the corrected driving force TX rises, X2, that is, the crank arm 12C (refer to FIG. 1) moves from the top dead center or the bottom dead center to the middle angle between the top dead center and the bottom dead center When rotating, the motor output TM changes with a larger increase than the increase of the human driving force T.

Time t41 represents the time when the pitch angle DA is less than or equal to the fifth pitch angle DA5 and greater than the fourth pitch angle DA4. During the period X1 in which the corrected driving force TX in the period from time t41 to time t42 decreases, the human 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 reduces the response speed Q in accordance with the pitch angle DA during the period X2 during which the corrected driving force TX increases during the period from the time t41 to the time t42. Therefore, the increase range of the corrected drive force TX is smaller than the increase range of the corrected drive force TX during the period from time t40 to time t41.

Time t42 indicates the time when the pitch angle DA is less than or equal to the fourth pitch angle DA4. During the period X1 during which the corrected driving force TX decreases after time t42, the human driving force T and the motor output TM are as shown in Fig. 6 The same changes after time t22. The control unit 32 reduces the response speed Q in accordance with the pitch angle DA during the period X2 during which the correction driving force TX increases after the time t42. Therefore, the increase range of the corrected drive force TX is smaller than the increase range of the corrected drive force TX during the period from time t41 to time t42.

(Third Embodiment)

1, 10, and 11, the bicycle control device 30 according to the third embodiment will be described. The bicycle control device 30 of the third embodiment is the same as the bicycle control device 30 of the first embodiment, except that it executes control for changing the response speed Q according to the vehicle speed V and the inclination angle D. Therefore, for the configuration common to the first embodiment, the same reference numerals as in the first embodiment are assigned, and repeated descriptions are omitted.

In this embodiment, the control unit 32 shown in FIG. 1 sets the response speeds R and Q when the vehicle speed V of the bicycle 10 is lower than the first speed V1 and when the vehicle speed V of the bicycle 10 exceeds the first speed V1. The response speed R and Q are different. The first speed V1 is preferably set to a vehicle speed V at which it can be determined that the bicycle 10 starts to travel. The first speed V1 is preferably set in the range of 1 km per hour to 10 km per hour. In one example, the first speed V1 is set to 3 km per hour. The first speed V1 is preferably stored in the memory unit 34 in advance. The storage unit 34 is configured to be able to change the first speed V1. For example, by operating the operation part 14 or by an external device, the first speed V1 stored in the memory part 34 is changed. The control unit 32 makes the response speed Q when the vehicle speed V of the bicycle 10 is below 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 below 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 makes the response speeds R and Q different when the bicycle 10 starts to travel within the specific period PX1 and when the specific period PX1 has elapsed. PX1 is better to set for a specific period In the 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 memory unit 34 in advance. The storage unit 34 is configured to be able to change the specific period PX1. For example, by operating the operation unit 14 or by an external device, the specific period PX1 stored in the memory unit 34 is changed. The control unit 32 makes the response speed Q of the bicycle 10 within the specified period PX1 higher than the response speed Q after the specified period PX1 elapses. The control unit 32 makes the response speed R of the bicycle 10 within the specific period PX1 lower than the response speed R after the specific period PX1 has elapsed.

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, and increases the response speed Q when the human driving force T increases. Specifically, on a slope above the pitch angle DA greater than the first specific angle DX1, the control unit 32 increases the response speed Q when the human driving force T rises. The first specific angle DX1 is set to a positive value, and in one example, it is 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, and reduces the response speed Q when the human driving force T increases. Specifically, on a slope below the pitch angle DA less than the second specific angle DX2, the control unit 32 increases the response speed Q when the human driving force T rises. The second specific angle DX2 is set to a negative value, and in one example, it is set to -9 degrees.

10 to 12, the motor control that changes the response speed R and Q according to the vehicle speed V and the inclination angle D will be described. The motor control is repeatedly performed in a specific cycle during the period during which electric 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 it is determined that the vehicle speed V is equal to or lower than the first speed V1, the control unit 32 proceeds to step S42. The control unit 32 determines in step S42 whether the pitch angle DA is greater than the first specific angle DX1. The control unit 32 determines When the pitch angle DA is greater than the first specific angle DX1, the process proceeds to step S43. The control unit 32 reduces the response speed R and increases the response speed Q in step S43, and then proceeds to step S44. For example, the control unit 32 makes the response speed R lower than the initial value RX of the response speed R stored in the memory unit 34 in advance, and makes the response speed Q higher than the initial value QX of the response speed Q stored in the memory unit 34 in advance. The initial values QX and RX of the response speeds Q and R are preferably set to values that are better for 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 passed. The control unit 32 determines that the specific period PX1 has passed, for example, when the elapsed period from the determination in step S41 that the vehicle speed V is less than or equal to the first speed V1 is equal to or greater than the specific period PX1. The control unit 32 repeatedly performs the determination processing of step S44 until the specific period PX1 has elapsed. The specific period PX1 is preferably set in the range of 1 second to 10 seconds. In one example, the specific period PX1 is set to 3 seconds. When the specific period PX1 has passed, the control unit 32 proceeds to step S45. The control unit 32 restores the response speed R and the response speed Q to the original in step S45. Through the processing of step S45, the response speed R and the response speed Q can be set to the response speed R and the response speed Q before the change in step S43. For example, the control unit 32 restores the response speed R and the response speed Q to the initial values RX and QX stored in the memory unit 34 in advance.

When it is determined in step S42 that the pitch angle DA is not greater than the first specific angle DX1, the control unit 32 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 greater than or equal to the second specific angle DX2, the process ends. Therefore, when the bicycle 10 is on a road where the pitch angle DA is less than or equal to the first specific angle DX1 and greater than or equal to the second specific angle DX2, the control unit 32 ends the process without changing the response speeds R and Q.

The control unit 32 determines in step S46 that the pitch angle DA has not reached the second specific angle DX2 When it is shaped, it moves to step S47. The control unit 32 increases the response speed R and decreases the response speed Q in step S47, and then proceeds to step S44. For example, the control unit 32 makes the response speed R higher than the initial value RX of the response speed R stored in the memory unit 34 in advance, and makes the response speed Q lower than the initial value QX of the response speed Q stored in the memory unit 34 in advance. When it is determined in step S46 that the pitch angle DA has not reached the second specific angle DX2, the control unit 32 increases the response speed R and decreases the response speed Q in step S47, and then proceeds to step S44.

The control unit 32 determines in step S44 whether or not the specific period PX1 has passed. The control unit 32 determines that the specific period PX1 has passed, for example, when the elapsed period from the determination in step S41 that the vehicle speed V is less than or equal to the first speed V1 is equal to or greater than the specific period PX1. The control unit 32 repeatedly performs the determination processing of step S44 until the specific period PX1 has elapsed. When the specific period PX1 has passed, the control unit 32 proceeds to step S45. The control unit 32 restores the response speed R and the response speed Q to the original in step S45. Through the processing of step S45, the response speed R and the response speed Q can be set to the response speed R and the response speed Q before the change in step S47. For example, the control unit 32 restores the response speed R and the response speed Q to the initial values RX and QX stored in the memory unit 34 in advance.

When it is determined in step S41 that the vehicle speed V is greater than the first speed V1, the control unit 32 proceeds to step S48. The control unit 32 determines in step S48 whether the pitch angle DA is greater than the first specific angle DX1. When the control unit 32 determines that the pitch angle DA is greater than the first specific angle DX1, it proceeds to step S49. The control unit 32 reduces the response speed R and increases the response speed Q in step S49, and then proceeds to step S50. For example, the control unit 32 makes the response speed R lower than the initial value RX of the response speed R stored in the memory unit 34 in advance, and makes the response speed Q higher than the initial value QX of the response speed Q stored in the memory unit 34 in advance. The control unit 32 sets the response speed R and the response speed Q in step S49 to be different from those in the case of step S43. The control unit 32, for example, sets The response speed R is lower than the response speed R set in step S49, so that the response speed Q set in step S43 is 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 passed. Specifically, the control unit 32 determines that the specific period PX2 has passed when the elapsed period from the change in the response speeds R and Q in step S49 becomes the specific period PX2 or more. The specific period PX2 is preferably set in the 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 storage unit 34 is configured to be able to change the specific period PX2. For example, by operating the operation unit 14 or by an external device, the specific period PX2 stored in the memory unit 34 is changed. The control unit 32 repeatedly performs the determination processing of step S50 until the specific period PX2 has elapsed. When the specific period PX2 has passed, the control unit 32 proceeds to step S51. The control unit 32 restores the response speed R and the response speed Q to the original in step S51. Through the processing of step S51, the response speed R and the response speed Q can be set to the response speed R and the response speed Q before the change in step S49. For example, the control unit 32 restores the response speed R and the response speed Q to the initial values RX and QX stored in the memory unit 34 in advance.

When it is determined in step S48 that the pitch angle DA is not greater than the first specific angle DX1, the control unit 32 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 greater than or equal to the second specific angle DX2, the process ends. Therefore, when the bicycle 10 is on a road where the pitch angle DA is less than or equal to the first specific angle DX1 and greater than or equal to the second specific angle DX2, the control unit 32 ends the process without changing the response speeds R and Q.

When it is determined in step S52 that the pitch angle DA has not reached the second specific angle DX2, the control unit 32 increases the response speed R and decreases the response speed Q in step S53, and then proceeds to step S50. For example, the control unit 32 makes the response speed R higher than the response speed stored in the memory unit 34 in advance. The initial value RX of R makes the response speed Q lower than the initial value QX of the response speed Q stored in the memory part 34 in advance. The control unit 32, for example, makes the response speed R set in step S53 higher than the response speed R set in step S49, and makes the response speed Q set in step S53 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 passed. Specifically, the control unit 32 determines that the specific period PX2 has passed when the elapsed period from the change in the response speeds R and Q in step S53 becomes the specific period PX2 or more. The control unit 32 repeatedly performs the determination processing of step S50 until the specific period PX2 has elapsed. When the specific period PX2 has passed, the control unit 32 proceeds to step S51.

(Fourth Embodiment)

1, 12, and 13, the bicycle control device 30 according to the fourth embodiment will be described. The bicycle control device 30 of the fourth embodiment is the same as the bicycle control device 30 of the first embodiment, except that it performs control for changing the output torque TA of the motor 22 in accordance with the tilt angle D. Therefore, for the configuration common to the first embodiment, the same reference numerals as in the first embodiment are assigned, and repeated descriptions are 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 driving mode, and thereby control the motor 22 based on the human driving force T. In the running mode, the control unit 32 performs control so that the output torque TA of the motor 22 becomes equal to or less than the specific torque TY. The specific torque TY is changed according to the inclination angle D of the bicycle 10. The specific torque TY includes the first torque TY1. The first torque TY1 is set according to the output characteristics of the motor 22, and is set to a value smaller than the upper limit torque of the output torque TA of the motor 22 and located near the upper limit torque.

When the control unit 32 controls the motor 22 based on the human driving force T, it controls 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 based on The tilt angle D of the bicycle 10 is changed. The storage unit 34 stores a fifth map that defines the relationship between the first torque TY1 and the rotation speed N of the crank. The solid line L31 in FIG. 12 shows an example of the fifth map. The first torque TY1 is preferably set according to 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.

13, the motor control that changes the first torque TY1 according to the inclination angle D will be described. The motor control is repeatedly performed in a specific cycle during the period in which electric power is supplied to the control unit 32.

The control unit 32 determines in step S61 whether the pitch angle DA is greater than the first specific angle DX1. When the control unit 32 determines that the pitch angle DA is greater than the first specific angle DX1, it proceeds to step S62. The control unit 32 increases the first torque TY1 in step S62, and then proceeds to step S63. Specifically, the control unit 32 switches the control of the motor 22 from using the map that defines the relationship between the first torque TY1 and the crank rotation speed N shown by the solid line L31 in FIG. 12 to that shown by the dotted line L32 in FIG. 12 A map defining the relationship between the first torque TY1 and the crank rotation speed N.

The control unit 32 determines in step S63 whether the pitch angle DA is greater than the first specific angle DX1. The control unit 32 repeatedly performs the determination processing in step S63 until it is determined in step S63 that the pitch angle DA is greater than the first specific angle DX1. When it is determined in step S63 that the pitch angle DA is less than or equal to the first specific angle DX1, the control unit 32 restores the first torque TY1 to the original value in step S64, and then ends the process. Specifically, the control unit 32 switches the control of the motor 22 to use a map that defines the relationship between the first torque TY1 before the switching in step S62 and the rotation speed N of the crank.

When it is determined in step S61 that the pitch angle DA is less than or equal to the first specific angle DX1, the control unit 32 proceeds to step S65. The control unit 32 determines in step S65 whether the pitch angle DA has not reached the second specific angle DX2. The control unit 32 determines that the pitch angle DA has not reached the second specific angle DX2 In this case, go to step S66. The control unit 32 reduces the first torque TY1 in step S66, and then proceeds to step S67. Specifically, the control unit 32 switches the control of the motor 22 from using the map that defines the relationship between the first torque TY1 and the crank rotation speed N shown in the solid line L31 in FIG. 12 to use the one-dot chain line L33 in FIG. 12 Shows a map that defines the relationship between the first torque TY1 and the crank rotation speed N.

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 in step S67 until it is determined in step S67 that the pitch angle DA has not reached the second specific angle DX2. When it is determined in step S67 that the pitch angle DA is equal to or greater than the second specific angle DX2, the control unit 32 restores the first torque TY1 to the original value in step S64, and then ends the process. Specifically, the control unit 32 switches the control of the motor 22 to use a map that defines the relationship between the first torque TY1 before the switching in step S66 and the rotation speed N of the crank.

There are multiple driving modes in which the ratio of the motor output TM to the human driving force T is different, and when the control section 32 increases the first torque TY1 in step S62, the control section 32 preferably sets the first torque TY1 is set as the value of the maximum torque of the motor output TM in the driving mode where the ratio of the motor output TM to the human driving force T is the largest. There are multiple driving modes in which the ratio of the motor output TM to the human driving force T is different, and when the control unit 32 reduces the first torque TY1 in step S66, the control unit 32 preferably sets the first torque TY1 It is set to the value of the maximum torque of the motor output TM in the driving mode where the ratio of the motor output TM to the human driving force T is the smallest.

(Fifth Embodiment)

1, 14 to 16, the bicycle control device 30 according to the fifth embodiment will be described. The bicycle control device 30 of the fifth embodiment performs the operation of the motor 22 according to the operation unit 14 Except for the point of operation and driving control, the rest is the same as the bicycle control device 30 of the first embodiment. Therefore, for the configuration common to the first embodiment, the same reference numerals as in the first embodiment are assigned, and repeated descriptions are omitted.

In this embodiment, the control unit 32 is configured to switch between the driving mode and the walking mode by operating the operation unit 14 shown in FIG. 1. The control unit 32 controls the motor 22 in accordance with the operation of the operation unit 14. Specifically, if the operation unit 14 is operated to drive the motor 22 in the walking mode, the control unit 32 starts to drive the motor 22 when the human driving force T is zero. When the control unit 32 controls the motor 22 based on the operation of the operation unit 14, it controls so that the output torque TA of the motor 22 becomes equal to or less than the second torque TY2. When the control unit 32 controls the motor 22 based on the operation of the operation unit 14, the control unit 32 performs control so that the vehicle speed V becomes the specific vehicle speed V or less. The control unit 32 changes the increasing speed of the output torque TA of the motor 22 according to the inclination angle D of the bicycle 10. If the inclination angle D of the bicycle 10 on the uphill road increases, 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, the control unit 32 reduces the increase speed of the output torque TA of the motor 22.

14-16, the motor control in walking mode will be described. The motor control is repeatedly performed in a specific cycle during the period in which electric power is supplied to the control unit 32.

The control unit 32 determines in step S71 whether there is a request to start driving the motor 22 in the walking mode. Specifically, when the operating unit 14 is operated to drive the motor 22 in the walking mode, and the human driving force T is 0, the control unit 32 determines that there is a request to start driving the motor 22 in the walking mode. The control unit 32 ends the process when it determines that the motor 22 is required to start driving in the no-walking mode.

When the control unit 32 determines that there is a request to start driving the motor 22 in the walking mode, it proceeds to step S72. The control unit 32 determines in step S72 whether the pitch angle DA is greater than the first specific Angle DX1. When determining that the pitch angle DA is greater than the first specific angle DX1, the control unit 32 proceeds to step S73. The control unit 32 sets the increase speed of the output torque TA to the first increase speed in step S73, and then proceeds to step S77.

When it is determined in step S72 that the pitch angle DA is less than or equal to the first specific angle DX1, the control unit 32 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 determining that the pitch angle DA has not reached the second specific angle DX2, the control unit 32 proceeds to step S75. The control unit 32 sets the increase speed of the output torque TA to the second increase speed in step S75, and then proceeds to step S77.

When it is determined in step S74 that the pitch angle DA is equal to or greater than the second specific angle DX2, the control unit 32 proceeds to step S76. The control unit 32 sets the increase speed of the output torque TA to the third increase speed in step S76, and then proceeds to step S77. The dotted line L41 in Fig. 16 represents the output torque TA when set to the first increased speed, the one-point chain line L42 represents the output torque TA when set to the second increased speed, and the solid line L43 represents the output when set to the third increased speed. Torque TA. The first increase rate is higher than the third increase rate. The second increase rate is lower than the third increase rate.

In step S77, the control unit 32 starts driving the motor 22 at the increased speed set in steps S73, S75, or S76, and then proceeds to step S78. The control unit 32 determines in step S78 whether or not the output torque TA is equal to or greater than the second torque TY2. The control unit 32 repeatedly performs the determination process of step S78 until the output torque TA becomes the second torque TY2. Through the processing of step S78, the output torque TA can be increased to the second torque TY2 as shown by the broken line L41, the one-dot chain line L42, or the solid line L43 in FIG. 16.

When it is determined that the output torque TA is equal to or greater than the second torque TY2, the control unit 32 proceeds to step S79. The control unit 32 starts to control the motor 22 in accordance with the vehicle speed V in step S79, and then proceeds to step S80. The control unit 32 determines in step S80 whether the motor 22 in the walking mode is driven End the request. The control unit 32 determines that when the operation unit 14 is not operated to drive the motor 22 in the walking mode, when the operation unit 14 is input to switch to the driving mode, or when the human driving force T is greater than 0, it is determined that there is The motor 22 driving in the walking mode ends the request. The control unit 32 repeatedly performs the processing of step S79 and step 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, it stops the driving of the motor 22 in the walking mode in step S81 and ends the process.

(Sixth Embodiment)

17, the bicycle control device 30 according to the sixth embodiment will be described. The bicycle control device 30 of the sixth embodiment is the same as the bicycle control device 30 of the first embodiment, except that it performs control for changing the response speeds R and Q when the bicycle starts to run. Therefore, for the configuration common to the first embodiment, the same reference numerals as in the first embodiment are assigned, and repeated descriptions are omitted.

In this embodiment, the control unit 32 shown in FIG. 1 makes the response speeds R and Q different when the bicycle 10 starts to travel within a specific period PX and when the specific period PX has elapsed. In one example, the specific period PX is set to 3 seconds. The control unit 32 makes the response speed Q of the bicycle 10 within the specified period PX higher than the response speed Q after the specified period PX elapses.

Referring to Fig. 17, the motor control for changing the response speeds R and Q when the bicycle starts to travel will be described. The motor control is repeatedly performed in a specific cycle during the period in which electric power is supplied to the control unit 32.

The control unit 32 determines in step S91 whether or not the bicycle 10 has started to travel. The control unit 32 ends the process when it is determined that the bicycle 10 has not yet started running. For example, the control unit 32 determines that the bicycle 10 has started traveling when the vehicle speed V of the bicycle 10 has changed from 0 to 0 or more, and in other cases, determines that the bicycle 10 has not yet started traveling. The control unit 32 determines that the bicycle 10 has been driven When starting to travel, go to step S92. The control unit 32 decreases the response speed R and increases the response speed Q in step S92, and then proceeds to step S93. Specifically, the control unit 32 makes the response speed R smaller than the initial value RX of the response speed R stored in the memory unit 34 in advance, and makes the response speed Q greater than the initial value QX of the response speed Q stored in the memory unit 34 in advance.

The control unit 32 determines in step S93 whether or not the specific period PX has passed. For example, the control unit 32 determines that the specific period PX has elapsed when the period since it is determined in step S91 that the bicycle 10 has started to travel is equal to or greater than the specific period PX. The control unit 32 repeatedly performs the determination processing of step S93 until the specific period PX has elapsed. When the control unit 32 determines that the specific period PX has passed, it proceeds to step S94. The control unit 32 restores the response speed R and the response speed Q to the original in step S94, and then ends the processing. Specifically, the control unit 32 restores the response speed R and the response speed Q to the initial values RX and QX stored in the memory unit 34 in advance.

(The seventh embodiment)

1 and 18, the bicycle control device 30 of the seventh embodiment will be described. The bicycle control device 30 of the seventh embodiment is the same as the bicycle control device 30 of the first embodiment, except that it performs control to change the response speeds R and Q in accordance with the vehicle speed V. Therefore, for the configuration common to the first embodiment, the same reference numerals as in the first embodiment are assigned, and repeated descriptions are omitted.

In this embodiment, the control unit 32 shown in FIG. 1 sets the response speeds R and Q when the vehicle speed V of the bicycle 10 is lower than the first speed V1 and when the vehicle speed V of the bicycle 10 exceeds the first speed V1. The response speed R and Q are different. The first speed V1 is preferably set to a vehicle speed V at which it can be determined that the bicycle 10 starts to travel. In one example, the first speed V1 is preferably set in the range of 1 km per hour to 10 km per hour. In one example, the first speed V1 is set to 3 km per hour. The control unit 32 makes the response speed Q of the bicycle 10 higher than that of the bicycle 10 when the speed V of the bicycle 10 is lower than the first speed V1. The response speed Q when the vehicle speed V exceeds the first speed V1. The control unit 32 makes the response speed R when the vehicle speed V of the bicycle 10 is below 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, motor control for changing the first torque TY1 according to the inclination angle D will be described. The motor control is repeatedly performed in a specific cycle during the period in which electric power is supplied to the control unit 32.

The control unit 32 determines in step S95 whether or not the vehicle speed V is equal to or lower than the first speed V1. When it is determined that the vehicle speed V is greater than the first speed V1, the control unit 32 ends the process. When it is determined that the vehicle speed V is equal to or lower than the first speed V1, the control unit 32 proceeds to step S96. The control unit 32 reduces the response speed R and increases the response speed Q in step S96, and then proceeds to step S97. Specifically, the control unit 32 makes the response speed R smaller than the initial value RX of the response speed R stored in the memory unit 34 in advance, and makes the response speed Q smaller than the initial value QX of the response speed Q stored in the memory unit 34 in advance.

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 process of step S97 until the vehicle speed V is greater than the first speed V1. When the control unit 32 determines that the vehicle speed V is greater than the first speed V1, it returns the response speed R and the response speed Q to their original values in step S98, and then ends the process. Specifically, the control unit 32 restores the response speed R and the response speed Q to the initial values RX and QX stored in the memory unit 34 in advance.

(Variation example)

The description of each of the above-mentioned embodiments is an example of the form that the bicycle control device completed according to the present invention can take, and is not intended to limit the form. The bicycle control device completed according to the present invention can take, for example, a combination of the following modifications of the above-mentioned respective embodiments and at least two modifications that are not contradictory to each other.

. It is also possible to change the motor control shown in FIG. 2 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, and does not implement the judgment of the driving mode Then, it proceeds to step S13. The control unit 32 calculates the corrected driving force TX based on the first map, the tilt angle D, the rotation speed N of the crank, and the human driving force T in step S13, and then proceeds to step S14. In this modified example, the bicycle control device 30 has only one travel mode, and does not memorize the second map but only the first map.

. It is also possible to change the motor control shown in FIG. 2 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, and proceeds to step S17 without performing the determination of the driving mode. The control unit 32 calculates the corrected driving force TX based on the second map, the tilt angle D, the rotation speed N of the crank, and the human driving force T in step S17, and then proceeds to step S14. In this modified example, the bicycle control device 30 has only one travel mode, and does not memorize the first map but only the second map.

. It is also possible to change the motor control shown in FIG. 2 to the motor control shown in FIG. 21. The correcting unit 48 may be configured not to correct the human driving force T, but to correct the motor output TM calculated by the human driving force T by the correcting output calculation unit 50. In the motor control of FIG. 21, the control unit 32 calculates the human driving force T in step S21. Next, the control unit 32 calculates the motor output TM by multiplying the human driving force T by a specific value in step S22. Next, the control unit 32 determines in step S23 whether the current travel mode is the first mode. When the control unit 32 determines that the traveling mode is the first mode, it proceeds to step S24. The control unit 32 calculates the corrected output TD based on the first map, the tilt angle D, the rotation speed N of the crank, and the motor output TM in step S24, and then proceeds to step S25. On the other hand, when it is determined in step S23 that the current running mode is not the first mode, that is, when the current running mode is the second mode, the control unit 32 proceeds to step S27. The control unit 32 calculates the corrected output TD based on the second map, the tilt angle D, the rotation speed N of the crank, and the motor output TM in step S27, and then proceeds to step S25.

The control unit 32 determines in step S25 whether or not the human driving force T has decreased. The control unit 32 is in step When it is determined in step S25 that the human power driving force T has decreased, the motor 22 is controlled based on the corrected output TD in step S26, and the process is executed again from step S21 after a certain period has elapsed.

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

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

. In the first and second embodiments, the control unit 32 may be configured to change the response speed R according to the tilt angle D regardless of the rotation speed N of the crank. Specifically, the control unit 32 may use the first map and the second map that only include the relationship between the tilt angle D and the time constant K to set the time constant K. That is, the control unit 32 sets the time constant K according to the tilt angle D regardless of the rotation speed N of the crank.

. In the first and second embodiments, the control unit 32 uses the first map or the second map to set the time constant K, but an arithmetic expression may be used instead of the map to set the time constant K. In this case, the storage unit 34 stores arithmetic expressions corresponding to the driving mode (for example, the above-mentioned equations (1) and (2)).

. In the first and second embodiments, the control unit 32 changes the response speed R in stages according to the tilt angle D in the first mode and the second mode, but it may also continuously change the response speed according to the tilt angle D. R. In this case, the correction values C1, A2, and B used in the above-mentioned equations (1) and (2) are calculated, for example, by a function that changes according to the inclination angle D.

. In the first embodiment, when the human driving force T increases on the downhill road, the downhill The greater the inclination angle D on the slope, the more the control unit 32 decreases the response speed Q.

. In the second embodiment, the increase in the human driving force T may be set to be lower than the increase in the human driving force T when the response speed Q is set to the initial value QX. In this case, the higher the response speed Q is than the initial value QX, the closer the increase of the corrected driving force TX is to the increase of the human driving force T. The more the response speed Q is lower than the initial value QX, the slower the increase of the modified driving force TX is than the increase of the human driving force T. In this modified example, when the human driving force T increases, the control unit 32 does not change the response speed Q by multiplying or adding the correction value CX by the human driving force T, but instead changes the time constant K to thereby change the time constant K. Change the response speed Q. Specifically, the time constant K corresponding to the initial value QX is set to a value greater than zero. In this case, for example, the increase in the motor output TM in the period X2 from time t30 to time t31 in FIG. 8 is closer to the increase in the motor output TM in the period X2 from time t31 to time t32 The increase in human driving force T. In addition, the increase in the motor output TM in the period X2 from time t40 to time t41 in FIG. 9 is closer to that of the human driving force T than the increase in the motor output TM in the period X2 from time t41 to time t42. Increase rate.

. In the second embodiment, one of the first mode and the second mode may be omitted. For example, when the second mode is omitted, in the motor control of FIG. 7, the control unit 32 may also omit steps S32, S38, S39, and S40. In this case, the control unit 32 proceeds to step S33 after executing the processing of step S31. When the first mode is omitted, in the motor control of FIG. 7, the control unit 32 may also omit steps S32, S33, S34, and S37. In this case, the control unit 32 proceeds to step S38 after executing the processing of step S31.

. In the third embodiment, the control unit 32 may perform a determination process of whether the vehicle speed V is equal to or higher than the second speed V2 instead of the determination process of step S44. In one example, the second speed V2 is set to a speed of 15 km per hour. The control unit 32 repeatedly performs the determination processing in step S44 until the vehicle speed V becomes the second Up to speed V2 or higher. When the vehicle speed V becomes equal to or higher than the second speed V2, the control unit 32 proceeds to step S45.

. In the third embodiment, the control unit 32 may perform a determination process of whether the vehicle speed V is equal to or higher than the second speed V2 instead of the determination process of step S50. When the vehicle speed V becomes equal to or higher than the second speed V2, the control unit 32 proceeds to step S51.

. In the third embodiment, one of the response speed R and the response speed Q may not be different when the bicycle 10 starts to travel within the specific period PX1 and when the specific period PX1 has elapsed. Specifically, the control unit 32 changes only one of the response speed R and the response speed Q in at least one of step S43 and step S47 in FIG. 10, and does not change the other.

. In the third embodiment, at least one of step S44 and step S50 may be omitted from the flowcharts of FIG. 10 and FIG. 11. When step S44 is omitted, the control unit 32 executes the processing of step S43 or step S47 and then ends the processing. In this case, the control unit 32 may proceed to step S45 when it is determined in step S46 that the pitch angle DA is greater than or equal to the second specific angle DX2. When step S50 is omitted, the control unit 32 executes the processing of step S49 or step S53 and then ends the processing. In this case, the control unit 32 may proceed to step S51 when it is determined in step S52 that the pitch angle DA is greater than or equal to the second specific angle DX2.

. In the third embodiment, the control unit 32 may not make the response speed R and Q when the vehicle speed V of the bicycle 10 is lower than the first speed V1 and the response speed when the vehicle speed V of the bicycle 10 exceeds the first speed V1 R and Q are different.

. In the third embodiment and its modified examples, steps S41 and S48 to S53 can also be omitted from the flowcharts in FIG. 10 and FIG. 11.

. In the third embodiment, the response speed R and Q of the control unit 32 when the speed V of the bicycle 10 is lower than the first speed V1 and the speed V of the bicycle 10 may exceed the first speed. When the response speeds R and Q are different in the case of degree V1, only one of the response speed R and the response speed Q is different. For example, in steps S43 and S47 in FIG. 10, only one of the response speed R and the response speed Q is changed, and in steps S49 and S53 in FIG. 11, only one of the response speed R and the response speed Q is changed.

. In the third embodiment and its modified examples, it may be changed so that when the response speed R and Q are different according to the pitch angle DA of the bicycle 10, the control unit 32 only sets one of the response speed R and the response speed Q Those are different. For example, in at least one of steps S43, S47, S49, and S53 in FIGS. 10 and 11, only one of the response speed R and the response speed Q is changed, and the other is not changed.

. In the third embodiment and its modification examples, steps S46 and S47 may also be omitted from the flowchart in FIG. 10. In this case, if the control unit 32 determines in step S42 that the pitch angle DA is less than or equal to the first specific angle DX1, it proceeds to step S44.

. In the third embodiment and its modified examples, steps S42 and S43 may be omitted from the flowchart in FIG. 10. In this 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, it proceeds to step S46.

. In the third embodiment and its modifications, steps S52 and S53 may be omitted from the flowchart in FIG. 11. In this case, if the control unit 32 determines in step S48 that the pitch angle DA is less than or equal to the first specific angle DX1, it proceeds to step S50.

. In the third embodiment and its modifications, steps S48 and S49 may be omitted from the flowchart in FIG. 11. In this case, if the control unit 32 determines in step S41 that the vehicle speed V is greater than the first speed V1, it proceeds to step S52.

. In the third embodiment and its modification, it can also be set to end the flowchart after the processing of step S47 in the flowchart of FIG. 10 is completed. In the flowcharts in Figure 10 and Figure 11, it can also be set as After the processing of step S53 ends, the flowchart ends.

. In the fourth embodiment, steps S65, S66, and S67 may be omitted from the flowchart in FIG. 13. In this case, the control unit 32 ends the process when it is determined in step S61 that the pitch angle DA is less than or equal to the first specific angle DX1.

. In the fourth embodiment, steps S61, S62, and S63 may be omitted from the flowchart in FIG. 13. In this case, if power is supplied to the control unit 32, the control unit 32 executes the process of step S65.

. In the fifth embodiment, steps S74 and S75 may be omitted from the flowchart in FIG. 14. In this case, if the control unit 32 determines in step S72 that the pitch angle DA is less than or equal to the first specific angle DX1, it proceeds to step S76.

. In the fifth embodiment, steps S72 and S73 may be omitted from the flowchart in FIG. 14. In this case, if the control unit 32 determines in step S71 that there is a request to start driving the motor 22 in the walking mode, it proceeds to step S74.

. In the fifth embodiment and its modification examples, the second torque TY2 may be changed according to 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. For example, as shown in FIG. 22, the control unit 32 executes step S82 instead of the processing of step S73 in FIG. 14, executes step S83 instead of the processing of step S75 in FIG. 14, and executes the processing of step S84 instead of the processing of step S76 in FIG. handle. In step S82, the control unit 32 sets the increase speed of the output torque TA to the first increase speed, and the second torque TY2 to the first value TZ1. In step S83, the control unit 32 sets the increase speed of the output torque TA to the second increase speed, and sets the second torque TY2 to the second value TZ2. In step S84, the control unit 32 sets the increase speed of the output torque TA to the third increase speed, and sets the second torque TY2 This is the 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 greater than the first specific angle DX1, the control unit 32 is larger than when the pitch angle DA is the second specific angle DX2 or more and the first specific angle DX1 or less, and the second torque TY2 or less The way to control the motor 22. When the pitch angle DA does not reach the second specific angle DX2, the control unit 32 is smaller than when the pitch angle DA is the second specific angle DX2 or more and the first specific angle DX1 or less, and the second torque TY2 is less than Ways to control the motor 22.

. In at least one process of steps S82, S83, and S84 in the modified example shown in FIG. 22, the process of changing the increase speed of the output torque TA may be omitted. In this case, regardless of the inclination angle D of the bicycle 10, the increase speed of the output torque TA becomes constant.

. Steps S74 and S83 can also be omitted from the flowchart of the modified example shown in FIG. 22. In this case, if the control unit 32 determines in step S72 that the pitch angle DA is less than or equal to the first specific angle DX1, it proceeds to step S84.

. Steps S72 and S82 can also be omitted from the flowchart of the modified example shown in FIG. 22. In this case, if the control unit 32 determines in step S71 that there is a request to start driving the motor 22 in the walking mode, it 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 according to 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 greater, the control unit 32 increases the increasing 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 larger, the control unit 32 reduces the increasing speed of the output torque TA of the motor 22. For example, the control unit 32 sets the increase speed of the output torque TA in steps S73, S75, or S76 in FIG. 14, and then 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 becomes larger. The control unit 32 determines that the pitch angle DA is greater than 0 and the pitch angle When the increasing speed of the elevation angle DA becomes larger, the process moves to step S86. The control unit 32 increases the increase speed of the output torque TA in step S86, and then proceeds to step S78. When the control unit 32 finds at least one of the determination that the pitch angle DA is 0 or less and the determination that the increase speed of the pitch angle DA has not increased in step S85, it proceeds to step S87. The control unit 32 determines in step S87 whether the pitch angle DA is less than 0 and the decreasing speed of the pitch angle DA becomes larger. When determining that the pitch angle DA is less than 0 and the decreasing speed of the pitch angle DA becomes larger, the control unit 32 moves to step S88. The control unit 32 reduces the increase speed of the output torque TA in step S88, and then proceeds to step S78. The control unit 32 repeats the processing from step S85 in step S78 until the output torque TA becomes equal to or greater than the second torque TY2. When it is determined in step S78 that the output torque TA is equal to or greater than the second torque TY2, the control unit 32 proceeds to step S79. When the control unit 32 finds at least one of the determination that the pitch angle DA is 0 or more and the determination that the reduction speed of the pitch angle DA has not increased in step S87, it proceeds to step S78.

. Steps S87 and S88 may also be omitted from the flowchart of the modified example shown in FIG. 23. In this case, when the control unit 32 obtains at least one of the determination that the pitch angle DA is 0 or less and the determination that the increase speed of the pitch angle DA has not increased in step S85, it proceeds to step S78.

. Steps S85 and S86 may also be omitted from the flowchart of the modified example shown in FIG. 23. In this case, the control unit 32 proceeds to step S87 after the processing of step S77.

. In the sixth embodiment, the control unit 32 may not change the response speed R. Specifically, 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 change the response speeds R and Q from the time the power is supplied to the control unit 32 until the bicycle 10 starts to travel. For example, in the flowchart in Figure 17, the step Step S91 is reversed with step S92. In this case, when the bicycle 10 is stopped, the control unit 32 performs the processing of step S92. Once the bicycle 10 starts to travel, the control unit 32 proceeds to step S91. When the control unit 32 determines in step S91 that the bicycle 10 has started to travel, it proceeds to step S93.

. In the seventh embodiment, the control unit 32 may not change the response speed R. Specifically, 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 change the response speeds R and Q from the time the electric power is supplied to the control unit 32 until the self-vehicle speed V becomes greater than 0 and less than the first speed V1. For example, in the flowchart of FIG. 18, step S95 and step S96 are reversed. In this case, 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, it proceeds to step S97.

. The control unit 32 may also change the response speeds R and Q according to changes in the tilt angle D of the bicycle 10. 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 increases, the control unit 32 reduces the response speed R. For example, the control unit 32 executes 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 becomes larger. When determining that the pitch angle DA is greater than 0 and the increasing speed of the pitch angle DA becomes larger, the control unit 32 moves to step S102. The control unit 32 reduces the response speed R and increases the response speed Q in step S102, and then ends the processing. When the control unit 32 finds at least one of the determination that the pitch angle DA is 0 or less and the determination that the increase speed of the pitch angle DA has not increased in step S101, it proceeds to step S103. The control unit 32 determines in step S103 whether the pitch angle DA is less than 0 and the decreasing speed of the pitch angle DA changes. Big. When determining that the pitch angle DA is less than 0 and the decreasing speed of the pitch angle DA becomes larger, the control unit 32 moves to step S104. The control unit 32 increases the response speed R and decreases the response speed Q in step S104, and then ends the processing. When the control unit 32 finds at least one of the determination that the pitch angle DA is 0 or more and the determination that the reduction speed of the pitch angle DA has not increased in step S103, it ends without changing the response speeds R and Q. handle. In this modified example, the control unit 32 may also restore the response speeds R and Q after a certain period of time after changing the response speeds R and Q in step S102 and step S104.

. Steps S103 and S104 can also be omitted from the flowchart of the modified example shown in FIG. 24. In this case, the control unit 32 ends the process when it finds at least one of the determination that the pitch angle DA is 0 or less and the determination that the increase speed of the pitch angle DA has not increased in step S101.

. Steps S101 and S102 can also be omitted from the flowchart of the modified example shown in FIG. 24. In this case, if power is supplied to the control unit 32, the control unit 32 executes the process of step S103.

. 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 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 in the 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 memory unit 34 in advance. The storage unit 34 is configured to be able to change the first period. For example, by operating the operation part 14 or by an external device, the first period stored in the memory part 34 is changed. For example, the control unit 32 executes the control shown in FIG. 25. The control unit 32 determines in step S105 whether the pitch angle DA has changed from an angle larger than 0 to a third angle DX3 smaller than 0 or less. When the control unit 32 determines that the pitch angle DA has changed from an angle greater than 0 to a third angle DX3 less than 0, it proceeds to step S106. The control unit 32 in step In S106, the response speed R is increased, and the response speed Q is decreased, and then the processing ends. When the control unit 32 determines in step S105 that the pitch angle DA has not changed from an angle greater than 0 to a third angle DX3 less than 0, the process ends without changing the response speeds R and Q. In this modified example, the control unit 32 may also restore the response speeds R and Q after a specified period of time has elapsed after changing the response speeds R and Q in step S106. In the flowchart of FIG. 25, the control unit 32 may not change the response speed R.

. The control unit 32 may also use GPS (Global Positioning System) and map information including altitude information to obtain the tilt angle D. In addition, the control unit 32 may be equipped with an altitude detection sensor that detects air pressure, etc., so that in addition to GPS information, the output of the altitude detection sensor is used to accurately obtain the tilt angle D. The tilt detection unit can also include a GPS receiver, a memory that stores map information, and a height detection sensor. The information of the tilt angle D obtained by GPS can also be obtained through a cycle computer or a smart phone, etc. And input to the control unit 32. The control unit 32 may also obtain the inclination angle D by the rider's input.

. The low-pass filter 52 may be changed to a moving average filter. In short, any structure can be adopted as long as it can change the response speed R of the motor 22 to the change of the human driving force T.

. The control unit 32 may also calculate the tilt angle D based on the human driving force T and the rotation speed N of the crank. In this case, the control unit 32 performs calculations such that the greater the human driving force T and the lower the rotation speed N of the crank, the greater the pitch angle DA. That is, the control unit 32 is based on the fact that the greater the human driving force T and the lower the rotation speed N of the crank, 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 greater the inclination on the downhill road. The larger the angle D, the judgment is made. Moreover, in this modification, it is also possible to use human driving force T and crank rotation speed N In addition, the speed of the bicycle 10 is used to calculate the inclination angle D.

. The control unit 32 may also use the speed of the bicycle 10 to estimate the rotation speed N of the crank. For example, the control unit 32 uses the tire diameter and the gear ratio of the bicycle 10 to estimate the rotation speed N of the crank.

N1‧‧‧1st speed

K1‧‧‧Time Constant

L11‧‧‧Line 1

L12‧‧‧Line 2

L13‧‧‧Line 3

Claims (33)

A bicycle control device, comprising a control unit that controls a motor that assists the propulsion of the bicycle based on a human drive force; and the control unit changes the motor for changes in the human drive force based on the tilt angle of the bicycle The response speed of the output torque, wherein the control unit changes the response speed when the human driving force decreases, and if the inclination angle of the bicycle on the uphill road increases, the control unit reduces the response speed. The bicycle control device of claim 1, wherein the control unit changes the response speed when the human driving force increases. According to the bicycle control device of claim 2, wherein if the inclination angle of the bicycle on an uphill road increases, the control unit increases the response speed. The bicycle control device of claim 2, wherein if the inclination angle of the bicycle on a downhill road increases, the control unit reduces the response speed. The bicycle control device according to claim 1, wherein the control unit changes the response speed step by step according to the tilt angle of the bicycle. Such as the bicycle control device of claim 1, wherein if the bicycle is tilted on an uphill road When the oblique angle becomes equal to or greater than the first angle, the control unit makes the response speed constant. The bicycle control device of claim 1, wherein if the inclination angle of the bicycle on the downhill road becomes a second angle or more, the control unit makes the response speed constant. The bicycle control device of claim 1, wherein the control unit makes the response speed when the bicycle speed is equal to or lower than the first speed and the response speed when the bicycle speed exceeds the first speed is different from the response speed when the bicycle speed exceeds the first speed. The bicycle control device of claim 1, wherein the control unit changes the response speed according to a change in the tilt angle of the bicycle. The bicycle control device of claim 9, wherein if the increase speed of the inclination angle of the bicycle on the uphill road becomes greater, the control unit increases the response speed when the human driving force is rising. Such as the bicycle control device of claim 9, wherein 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, the control unit reduces the situation where the human driving force rises The above response speed. The bicycle control device of claim 1, wherein the control unit changes the response speed according to the rotation speed of the crank of the bicycle. The bicycle control device of claim 12, wherein the control unit can control the motor in a first mode in which the response speed decreases when the rotation speed of the crank increases. The bicycle control device of claim 13, wherein 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. The bicycle control device of claim 12, wherein the control unit can control the motor in a second mode in which the response speed increases if the rotation speed of the crank increases. The bicycle control device according to claim 15, wherein in the second mode, if the rotation speed of the crank becomes equal to or higher than the second speed, the control unit fixes the response speed. The bicycle control device of claim 13, wherein the control unit can control the motor in a second mode in which the response speed increases if the rotation speed of the crank increases. The bicycle control device according to claim 17, wherein in the second mode, if the rotation speed of the crank becomes equal to or higher than the second speed, the control unit fixes the response speed. The bicycle control device of claim 17, wherein the control unit can switch the first mode and the second mode in accordance with the operation of an operation unit capable of communicating with the control unit. The bicycle control device of claim 1, wherein the control unit uses a low-pass filter to change the response speed. A bicycle control device, comprising a control unit that controls a motor that assists in the propulsion of the bicycle according to the operation of the operation unit provided on the bicycle; and the control unit is based on the amount of change in the tilt angle of the bicycle Change the increase speed of the output torque of the above-mentioned motor. The bicycle control device of claim 21, 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. The bicycle control device of claim 21 or 22, wherein if the inclination angle of the bicycle on a downhill road increases, the control unit reduces the increase speed of the output torque of the motor. For example, the bicycle control device of claim 21 or 22, wherein if the increase speed of the inclination angle of the bicycle on the uphill road becomes greater, the control unit increases the increase speed of the output torque of the motor. For the bicycle control device of claim 21 or 22, if the increase speed of the inclination angle of the bicycle on the downhill road becomes greater, the control unit reduces the increase speed of the output torque of the motor. A bicycle control device, which includes a control unit that controls a motor that assists in the propulsion of the bicycle; and the control unit performs such a manner that the output torque of the motor becomes below a specific torque In control, the specific torque is changed according to the tilt angle of the bicycle. The bicycle control device of claim 26, wherein the specific torque includes a first torque, and the control unit is configured to control the motor based on the human driving force, and when the motor is controlled based on the human driving force It is controlled so that the output torque of the motor becomes equal to or less than the first torque, and the first torque is changed according to the tilt angle of the bicycle. The bicycle control device of claim 27, wherein if the inclination angle of the bicycle on an uphill road increases, the control unit increases the first torque. The bicycle control device according to any one of claims 26 to 28, wherein the specific torque includes a second torque, the control unit is configured to control the motor according to the operation of an operating 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 less than the second torque, and the second torque is changed according to the tilt angle of the bicycle. The bicycle control device of claim 29, wherein if the inclination angle of the bicycle on the uphill road increases, the control unit increases the second torque. Such as the bicycle control device of any one of claims 1, 21, 22, 26 to 28, which further Including a tilt detection unit that detects the tilt angle of the bicycle. The bicycle control device according to any one of claims 1, 27, and 28, wherein the control unit calculates the tilt angle based on the human driving force and the rotation speed of the crank of the bicycle. A bicycle control device, comprising a control unit that controls a motor that assists the propulsion of the bicycle based on a human drive force; and the control unit changes the motor for changes in the human drive force based on the tilt angle of the bicycle The response speed of the output torque, wherein the control unit changes the response speed when the human driving force decreases, and the control unit increases the response speed if the inclination angle of the bicycle on the downhill road increases.

Images