JP2018024416A - Bicycle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a bicycle control device which can perform controlling of a motor according to a travel environment of a bicycle.SOLUTION: A bicycle control device 30 includes a control part 32 which controls a motor 22 which assists propulsion of a bicycle 10 according to human power driving force. The control part changes a response speed of the motor relative to change of the human power driving force according to an inclination angle of the bicycle.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a bicycle control device.

  In the bicycle control device disclosed in Patent Document 1, the response speed of the motor output to the change in the human power driving force when the human power driving force decreases is changed according to the rotation speed of the crank.

Japanese Patent No. 5575968

There is a demand for a bicycle control device that can appropriately control a motor even when the traveling environment of the bicycle changes.
An object of the present invention is to provide a bicycle control device capable of controlling a motor in accordance with a traveling environment of the bicycle.

  One form 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 according to a human power driving force, and the control unit corresponds to an inclination angle of the bicycle. Thus, the response speed of the motor to the change in the human power driving force is changed.

  The inclination angle of the bicycle reflects the slope of the road surface. The road gradient is an example of a bicycle driving environment. According to the bicycle control device, the response speed of the motor to the change of the human driving force changes according to the inclination angle of the bicycle. For this reason, it is possible to control the motor according to the traveling environment of the bicycle.

In the bicycle control device according to the second aspect according to the first aspect, the control unit changes the response speed when the human driving force decreases.
The manual driving force is maximized when the crank rotation angle is at an intermediate angle between the top dead center and the bottom dead center, and decreases as the crank rotation angle moves from the intermediate angle toward the top dead center or the bottom dead center. According to the above bicycle control device, the response speed is changed when the manpower driving force decreases, so that when the crank rotation angle goes from the intermediate angle to the top dead center or the bottom dead center, it depends on the traveling environment of the bicycle. The motor can be controlled.

In the bicycle control device according to the third aspect according to the second aspect, the control unit decreases the response speed of the motor when the inclination angle of the bicycle on the uphill increases.
According to the above bicycle control device, the response speed of the motor decreases as the angle of inclination of the bicycle on the uphill increases, so that when the rotation angle of the crank moves from the intermediate angle to the top dead center or the bottom dead center, The output is difficult to decrease. For this reason, it is possible to assist the bicycle propulsion suitable for uphill where the rider's load is large.

In the bicycle control device according to the fourth aspect according to any one of the first to third aspects, the control unit increases the response speed when an inclination angle of the bicycle on a downhill increases.
According to the above bicycle control device, when the inclination angle of the bicycle on the downhill increases, the output of the motor tends to decrease when the human driving force decreases. For this reason, it is possible to assist the bicycle propulsion suitable for the downhill where the rider's load is small.

In the bicycle control device according to the fifth aspect according to any one of the first to fourth aspects, the control unit changes the response speed when the human driving force increases.
According to the above bicycle control device, since the response speed is changed when the human driving force increases, the rotation angle of the crank is changed from the top dead center or the bottom dead center to the intermediate angle according to the traveling environment of the bicycle. The motor can be controlled.

In the bicycle control device according to the sixth aspect according to the fifth aspect, the control unit increases the response speed when an inclination angle of the bicycle on an uphill is increased.
According to the above bicycle control device, the response speed of the motor increases as the angle of inclination of the bicycle on the uphill increases. Therefore, when the rotation angle of the crank moves from the top dead center or the bottom dead center to the intermediate angle, Output rises early. For this reason, it is possible to assist the bicycle propulsion suitable for uphill where the rider's load is large.

In the bicycle control device according to the seventh aspect according to the fifth or sixth aspect, the control unit lowers the response speed when an inclination angle of the bicycle on a downhill increases.
According to the bicycle control device, when the inclination angle of the bicycle on the downhill increases, the output of the motor is unlikely to increase when the human driving force increases. For this reason, it is possible to assist the bicycle propulsion suitable for the downhill where the rider's load is small.

In the bicycle control apparatus according to the eighth aspect according to any one of the first to seventh aspects, the control unit changes the response speed in a stepwise manner in accordance with an inclination angle of the bicycle.
According to the bicycle control device, the process for changing the response speed can be simplified as compared with the case where the response speed is continuously changed according to the inclination angle of the bicycle.

In the bicycle side control device according to the ninth aspect according to any one of the first to eighth sides, the control unit keeps the response speed constant when an inclination angle of the bicycle on the uphill is equal to or greater than the first angle. To.
According to the above bicycle control device, the response speed becomes constant when the tilt angle of the bicycle on the uphill is equal to or greater than the first angle, so that the processing load for changing the response speed according to the tilt angle of the bicycle is large. It is suppressed that it becomes too much.

In the bicycle control device according to the tenth aspect according to any one of the first to ninth aspects, the control unit keeps the response speed constant when an inclination angle of the bicycle on a downhill is equal to or greater than a second angle. To.
According to the above bicycle control device, it is possible to suppress an excessive increase in the processing load for changing the response speed according to the inclination angle of the bicycle.

In the bicycle control device according to the eleventh aspect according to any one of the first to tenth aspects, the control unit is configured such that the response speed when the vehicle speed of the bicycle is equal to or lower than the first speed and the vehicle speed of the bicycle are The response speed when the first speed is exceeded is made different.
According to the bicycle control device, it is possible to assist bicycle promotion suitable for the vehicle speed when the vehicle speed is equal to or lower than the first speed and when the vehicle speed exceeds the first speed.

In the bicycle control device according to the twelfth aspect according to any one of the first to eleventh aspects, the control unit changes the response speed according to a change in an inclination angle of the bicycle.
According to the above-described bicycle control apparatus, it is possible to assist the promotion of the bicycle suitable for the traveling path where the inclination angle changes.

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

In the bicycle control device according to the fourteenth aspect according to the twelfth or thirteenth aspect, the control unit changes the inclination angle of the bicycle from an angle corresponding to an uphill to a third angle or more on a downhill within a first period. Then, the response speed when the human driving force increases is lowered.
According to the bicycle control device, it is possible to assist bicycle promotion suitable for the road surface when the traveling road changes from an uphill to a downhill of a third angle or more.

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

In the bicycle control device according to the sixteenth aspect according to the fifteenth aspect, the control unit can control the motor in a first mode in which the response speed decreases as the crank rotation speed increases.
According to the above bicycle control device, in the first mode, when driving with a low crank rotational speed, when the human driving force decreases, the motor output also tends to decrease. This makes it easier for the rider to control the bicycle. Further, wheel spin at the start of the bicycle is suppressed. By controlling the motor in the first mode, it is possible to make it easier to travel on an off-road where the road surface is particularly uneven.

In the bicycle control device according to the seventeenth aspect according to the sixteenth aspect, the control unit makes the response speed constant when the crank rotation speed is equal to or higher than the first speed in the first mode.
According to the above bicycle control device, in the first mode, when the crank rotational speed becomes equal to or higher than the first speed, the response speed becomes constant, so the process of changing the response speed according to the crank rotational speed is performed. It is suppressed that the load of becomes too large.

In the bicycle control apparatus according to the eighteenth aspect according to the fifteenth aspect, the control unit can control the motor in a second mode in which the response speed increases as the rotation speed of the crank increases.
According to the bicycle control device, in the second mode, when traveling with a low crank rotational speed, the motor output is unlikely to decrease when the human driving force decreases. For this reason, it is suppressed that the assist by a motor interrupts. By controlling the motor in the second mode, it is possible to make it particularly easy to travel on road with a flat road surface.

In the bicycle control device according to the nineteenth aspect according to the eighteenth aspect, the control unit makes the response speed constant when the crank rotation speed is equal to or higher than the second speed in the second mode.
According to the above bicycle control device, in the second mode, when the crank rotation speed becomes equal to or higher than the second speed, the response speed becomes constant. Therefore, the process of changing the response speed according to the crank rotation speed is performed. It is suppressed that the load becomes too large.

In the bicycle control apparatus according to the twentieth aspect according to the sixteenth or seventeenth aspect, the control unit can control the motor in a second mode in which the response speed increases as the rotation speed of the crank increases. .
According to the above-described bicycle control device, when traveling with a low crank rotational speed, the motor output is unlikely to decrease when the human driving force decreases. For this reason, it is suppressed that the assist by a motor interrupts. By controlling the motor in the second mode, it is possible to make it particularly easy to travel on road.

In the bicycle control device according to the twenty-first aspect according to the twentieth aspect, the control unit makes the response speed constant when the crank rotation speed is equal to or higher than the second speed in the second mode.
According to the above bicycle control device, in the second mode, when the crank rotation speed becomes equal to or higher than the second speed, the response speed becomes constant. Therefore, the process of changing the response speed according to the crank rotation speed is performed. It is suppressed that the load becomes too large.

In the bicycle control device according to the twenty-second aspect according to the twentieth or twenty-first aspect, the control unit switches between the first mode and the second mode according to an operation of an operation unit capable of communicating with the control unit. Is possible.
According to the bicycle control device, the first mode and the second mode can be switched according to the rider's intention.

In the bicycle control device according to the twenty-third aspect according to any one of the first to twenty-second aspects, the control unit changes the response speed using a low-pass filter.
According to the bicycle control device, since the response speed is changed using the low-pass filter, the response speed can be changed with a simple process.

One form of the bicycle control device according to the twenty-fourth aspect of the present invention includes a control unit that controls a motor that assists the propulsion of the bicycle in accordance with an operation of an operation unit provided in the bicycle, and the control unit includes: The rate of increase in the output torque of the motor is changed according to at least one of the inclination angle of the bicycle and the amount of change in the inclination angle of the bicycle.
According to the bicycle control device, when the motor is controlled in accordance with the operation of the operation unit, the output torque of the motor is increased at a rate suitable for at least one of the bicycle tilt angle and the change amount of the bicycle tilt angle. So that the motor can be controlled.

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

In the bicycle control device according to the twenty-sixth aspect according to the twenty-fourth or twenty-fifth aspect, the control unit decreases the increase rate of the output torque of the motor when the inclination angle of the bicycle on the downhill increases.
According to the bicycle control device, it is possible to suppress an increase in the output torque of the motor when the inclination angle of the bicycle on the downhill increases.

In the bicycle control device according to the twenty-seventh side according to any one of the twenty-fourth to twenty-sixth sides, the control unit increases the output torque of the motor when the increase rate of the inclination angle of the bicycle on an uphill increases. Increase speed.
According to the above bicycle control device, the output torque of the motor can be increased at an early stage when traveling on a traveling road where the gradient gradually increases on an uphill.

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

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

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

In the bicycle control device according to the thirty-first side according to the thirtieth side, the control unit increases the first torque when an inclination angle of the bicycle on an uphill is increased.
According to the above-described bicycle control device, the output torque of the motor can be increased when the inclination angle of the bicycle on the uphill is increased.

In the bicycle control device according to the thirty-second side according to any one of the twenty-ninth to thirty-first sides, the predetermined torque includes a second torque, and the control unit is responsive to operation of an operation unit provided on the bicycle. The motor is configured to be controllable, and when the motor is controlled according to the operation of the operation unit, the output torque of the motor is controlled to be equal to or lower than the second torque, and the second torque is It changes according to the inclination angle of the bicycle.
According to the above bicycle control device, when controlling the motor according to the operation of the operation unit, the motor can be controlled to be equal to or less than the second torque suitable for the inclination angle.

In the bicycle control device according to the thirty-third side according to the thirty-second side, the control unit increases the second torque when an inclination angle of the bicycle on an uphill is increased.
According to the above-described bicycle control device, the output torque of the motor can be increased when the inclination angle of the bicycle on the uphill is increased.

The bicycle control apparatus according to the thirty-fourth aspect according to any one of the first to thirty-third aspects further includes an inclination detection unit that detects an inclination angle of the bicycle.
According to the bicycle control device, the inclination angle of the bicycle can be detected by the inclination detector.

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

One form of the bicycle control device according to the thirty-sixth aspect of the present invention includes a control unit that controls a motor that assists the propulsion of the bicycle according to the human driving force, and the control unit has a first vehicle speed of the bicycle. The response speed of the motor with respect to the change in the human driving force is made different between the case where the speed is lower than the speed and the case where the vehicle speed of the bicycle exceeds the first speed.
According to the bicycle control device, the motor can be controlled at a response speed suitable for the case where the bicycle speed is equal to or lower than the first speed and the case where the bicycle speed exceeds the first speed.

The control unit on the thirty-seventh side according to the thirty-sixth side is based on 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. Also make it high.
According to the bicycle control device, when the bicycle vehicle speed is equal to or lower than the first speed, the motor output can be increased early when the motor output is increased.

One form of the bicycle control device according to the thirty-eighth aspect of the present invention includes a control unit that controls a motor that assists the propulsion of the bicycle in accordance with human power driving force, and the control unit starts running of the bicycle. The response speed of the motor with respect to a change in the manual driving force input to the bicycle is made different between a case within a predetermined period of time and a case where the predetermined period has elapsed.
According to the bicycle control device, the motor can be controlled at a response speed suitable for each of a case where the bicycle is within a predetermined period after the start of traveling and a case where the predetermined period has elapsed.

In the bicycle control device according to the thirty-ninth aspect according to the thirty-eighth aspect, the control unit determines the response speed when the bicycle is within the predetermined period from the start of traveling, and the response speed when the predetermined period has elapsed. Set higher than response speed.
According to the bicycle control device, when the output of the motor is increased, the output of the motor can be increased at an early stage within a predetermined period after the bicycle starts running.

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

The block diagram which shows the electric constitution of the bicycle containing the control apparatus for bicycles of 1st Embodiment. The flowchart of the motor control performed by the control part of FIG. The graph which showed the relationship between the time constant in the 1st mode set by the control part of FIG. 1, and the rotational speed and inclination angle of a crank. The graph which showed the relationship between the time constant in the 2nd mode set by the control part of FIG. 1, and the rotational speed and inclination angle of a crank. The timing chart which shows an example of the motor control in a 1st mode. The timing chart which shows an example of the motor control in a 2nd mode. The flowchart of the motor control performed by the control part of 2nd Embodiment. The timing chart which shows an example of the motor control in the 1st mode in 2nd Embodiment. The timing chart which shows an example of the motor control in the 2nd mode in 2nd Embodiment. The 1st flowchart of the motor control performed by the control part of 3rd Embodiment. The 2nd flowchart of the motor control performed by the control part of a 3rd embodiment. The graph which showed the relationship between the 1st torque set by the control part of 4th Embodiment, and the rotational speed of a crank. The flowchart of the motor control performed by the control part of 4th Embodiment. The 1st flowchart of the motor control performed by the control part of 5th Embodiment. The 2nd flowchart of the motor control performed by the control part of a 5th embodiment. The timing chart which shows an example of the motor control in 5th Embodiment. The flowchart of the motor control performed by the control part of 7th Embodiment. The flowchart of the motor control performed by the control part of 8th Embodiment. The flowchart of the motor control of a 1st modification. The flowchart of the motor control of a 2nd modification. The flowchart of the motor control of a 3rd modification. The flowchart of the motor control of a 4th modification. The flowchart of the motor control of a 5th modification. The flowchart of the motor control of a 6th modification. The flowchart of the motor control of a 7th modification.

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

  The drive mechanism 12 includes a crank 12A and a pedal 12D. The crank 12A includes a crankshaft 12B and a crank arm 12C. The drive mechanism 12 transmits the manpower driving force applied to the pedal 12D to the rear wheels (not shown). The drive mechanism 12 is configured to transmit the rotation of the crank to the rear wheels via, for example, a chain, a belt, or a shaft (all not shown). Drive mechanism 12 includes a front rotating body (not shown) coupled to crankshaft 12B via a one-way clutch (not shown). The one-way clutch is configured such that when the crank 12A rotates forward, the front rotating body is rotated forward, and when the crank 12A rotates backward, the front rotating body is not rotated backward. The front rotating body includes a sprocket, a pulley, or a bevel gear (all not shown). The front rotating body may be coupled to the crankshaft 12B without using a one-way clutch.

  The operation unit 14 is provided in the bicycle 10. The operation unit 14 is attached to a handlebar (not shown) of the bicycle 10. The operation unit 14 can communicate with the control unit 32 of the bicycle control device 30. The operation unit 14 is connected to the control unit 32 of the bicycle control device 30 so as to be communicable by wire or wirelessly. The operation unit 14 includes, for example, an operation member, a sensor that detects movement of the operation member, and an electronic circuit that communicates with the control unit 32 in accordance with an output signal of the sensor. The operation unit 14 includes one or more operation members for changing the traveling mode of the motor 22. Each operation member includes a push switch, a lever-type switch, or a touch panel. When the operation unit 14 is operated by the rider, the operation unit 14 transmits a switching signal for switching the traveling 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 traveling on rough roads with many irregularities. The second mode is a mode suitable for traveling on a flat road.

  The battery 16 includes one or a plurality of battery cells. The battery cell includes a rechargeable battery. The battery 16 is electrically connected to the motor 22 of the assist device 18 and supplies power to the motor 22. The battery 16 supplies power to the bicycle control device 30 and other electrical components that are mounted on the bicycle 10 and electrically connected to the battery 16 in a wired manner.

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

  The bicycle control device 30 includes a control unit 32. In one example, the bicycle control device 30 preferably further includes a storage unit 34, an inclination detection unit 36, a torque sensor 38, and a rotation angle sensor 40.

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

  The inclination detection unit 36 detects the inclination angle D of the bicycle 10. The inclination detection unit 36 is connected to the control unit 32 in a communicable manner by wire or wireless. The inclination detector 36 includes a triaxial gyro sensor 36A and a triaxial acceleration sensor 36B. The output of the inclination detection unit 36 includes information on the attitude angles of the three axes and the accelerations of the three axes. Note that the three-axis posture angles are the pitch angle DA, the roll angle DB, and the yaw angle DC. It is preferable that the three axes of the gyro sensor 36A coincide with the three axes of the acceleration sensor 36B. The tilt detection unit 36 corrects the output of the gyro sensor 36 </ b> A according to the output of the acceleration sensor 36 </ b> B, and outputs a signal according to the tilt angle D of the bicycle 10 to the control unit 32. The inclination angle D of the bicycle 10 is an absolute value of the pitch angle DA. When the bicycle 10 is traveling uphill, the pitch angle DA is positive. The pitch angle DA increases as the inclination angle D on the uphill of the bicycle 10 increases. When the bicycle 10 is traveling downhill, the pitch angle DA is negative. As the inclination angle D of the bicycle 10 on the downhill increases, the pitch angle DA decreases. The assist device 18 may include a uniaxial acceleration sensor or a biaxial acceleration sensor instead of the gyro sensor 36A and the acceleration sensor 36B.

  The torque sensor 38 outputs a signal corresponding to the human power driving force T. The torque sensor 38 detects a manpower driving force T applied to the crankshaft 12B. The torque sensor 38 may be provided between the crankshaft 12B and the front rotating body (not shown), may be provided on the crankshaft 12B or the front sprocket, or may be provided on the crank arm 12C or the pedal 12D. Good. The torque sensor 38 can be realized by using, for example, a strain sensor, a magnetostrictive sensor, an optical sensor, a pressure sensor, and the like, and outputs a signal corresponding to the human driving force T applied to the crank arm 12C or the pedal 12D. Any sensor can be used as long as it is a 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 attached to a frame (not shown) of the bicycle 10 or a housing (not shown) of the assist device 18. The rotation angle sensor 40 includes a first element 40A that detects the magnetic field of the first magnet M1 and a second element 40B that outputs a signal corresponding to the positional relationship with the second magnet M2. The first magnet M1 is provided on the crankshaft 12B or the crank arm 12C, and is arranged coaxially with the crankshaft 12B. The first magnet M1 is an annular magnet, and a plurality of magnetic poles are alternately arranged in the circumferential direction. The first element 40A detects the rotation angle of the crank 12A with respect to the frame. When the crank 12A makes one rotation, the first element 40A outputs a signal with an angle obtained by dividing 360 degrees by the number of magnetic poles having the same polarity as 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 a reference angle of the crank 12A with respect to the frame (for example, a top dead center or a 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 be configured to 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, an annular magnet whose magnetic field strength changes in the circumferential direction is provided on the crankshaft 12B coaxially with the crankshaft 12B. By using a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field, the rotation speed N of the crank and the rotation angle of the crank 12A can be detected by one sensor, and the configuration and assembly can be simplified. .

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

  The control unit 32 changes the response speed R according to the inclination angle D of the bicycle 10. The control unit 32 changes the response speed R stepwise according to the inclination angle D of the bicycle 10. The control unit 32 changes the response speed R according to the rotation speed N of the crank. The control unit 32 can switch between the first mode and the second mode according to the operation of the operation unit 14. In the first mode and the second mode, the response speed R with respect to the inclination angle D and the rotational speed N of the crank is different from each other.

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

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

  The control unit 32 can control the motor 22 in the first mode in which the response speed R decreases as the crank rotation speed N increases. In the first mode, the control unit 32 keeps the response speed R constant when the crank rotation speed N becomes equal to or higher than the first speed N1. The control unit 32 can control the motor 22 in the second mode in which the response speed R increases as the crank rotation speed N increases. In the second mode, the control unit 32 keeps the response speed R constant when the crank rotational speed N becomes equal to or higher than the second speed N2.

  The control unit 32 includes a mode switching unit 42, a human driving force calculation unit 44, an increase / decrease determination unit 46, a correction unit 48, and an output calculation unit 50. When the arithmetic processing unit of the control unit 32 executes the program, it functions as a mode switching unit 42, a human power driving force calculation unit 44, an increase / decrease determination unit 46, a correction unit 48, and an output calculation unit 50.

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

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

The correction unit 48 includes a low-pass filter 52 and a response speed setting unit 54. The correcting unit 48 corrects the human driving force T.
The low pass filter 52 is a primary low pass filter. The low-pass filter 52 corrects the human driving force T to the corrected driving force TX using the time constant K. As the time constant K increases, the response speed R decreases, and the change in the correction driving force TX with respect to the change in the human driving force T is delayed.

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

  The output calculation unit 50 determines the output of the motor 22 (hereinafter, “motor output TM”) based on the human driving force T. The output calculation unit 50 determines, for example, at least one of motor torque and motor rotation speed as the motor output TM. The output calculation unit 50 selects one of the human driving force T and the corrected driving force TX based on the determination result of the increase / decrease determining unit 46 and the comparison result of the human driving force T and the corrected driving force TX, and the selected human power The motor output TM is determined based on the driving force T or the corrected driving force TX. Specifically, when the human driving force T decreases, the output calculation unit 50 determines a value obtained by multiplying the corrected driving force TX by a predetermined value as the motor output TM. When the human power driving force T increases and the human power driving force T is smaller than the correction driving force TX, the output calculation unit 50 determines a value obtained by multiplying the correction driving force TX by a predetermined value as the motor output TM. When the manpower driving force T increases and the manpower driving force T becomes equal to or greater than the correction driving force TX, the output calculation unit 50 determines a value obtained by multiplying the manpower driving force T by a predetermined value as the motor output TM. Note that the predetermined value is changed according to the travel modes in which the ratio of the motor output TM to the human driving force T is different. The traveling mode is switched by operating the operation unit 14 by the rider. The control unit 32 outputs a control signal to the drive circuit 20 based on the determined motor output TM.

With reference to FIG. 2, the motor control executed by the control unit 32 will be described. The motor control is repeated at predetermined intervals while power is supplied to the control unit 32.
The controller 32 calculates the human driving force T in step S11. Next, the control unit 32 determines whether or not the current traveling mode is the first mode in step S12. When it is determined that the traveling mode is the first mode, the control unit 32 proceeds to step S13. In step S13, the control unit 32 calculates the corrected driving force TX based on the first map, the inclination angle D, the crank rotation speed N, and the human driving force T, and proceeds to step S14.

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

  When it is determined in step S14 that the manpower driving force T is decreasing, the control unit 32 calculates the motor output TM based on the corrected driving force TX calculated in step S13 in step S15, and proceeds to step S16. . The control unit 32 controls the motor 22 based on the motor output TM in step S16, and executes the processing from step S11 again after a predetermined period.

  If the crank speed N does not change when the first mode is selected, the response speed R decreases as the inclination angle D on the uphill increases. When the first mode is selected, when the inclination angle D on the uphill is equal to or greater than the first angle D1, the response speed R becomes the first value R1. If the tilt angle D does not change when the first mode is selected, the response speed R decreases as the crank rotation speed N increases. When the first mode is selected, when the crank rotational speed N 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 time constant K with respect to a predetermined crank rotational speed N increases as the pitch angle DA increases. For this reason, in the first map, the greater the inclination angle D on the uphill, the greater the time constant K with respect to the predetermined crank rotational speed N, and the smaller the response speed R.

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

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

  In the first map, when the pitch angle DA is less than the first pitch angle DA1, the time constant K is set to increase as the crank rotational speed N increases. According to the first map, when the pitch angle DA is less than the first pitch angle DA1, the time constant K is set to be constant when the crank rotational speed N is equal to or higher than the first speed N1. . In one example, the time constant K when the pitch angle DA is less than the first pitch angle DA1 and the crank rotational speed N is equal to or higher than the first speed N1 is such that the pitch angle DA is equal to the first pitch angle DA1. It is equal to the time constant K1 at the above time.

  As shown in the second line L12, when the pitch angle DA is the second pitch angle DA2, the time constant K increases linearly as the crank rotational speed N increases, and the first speed N1 or higher is the first. The predetermined value K1. As shown by the third line L13, when the pitch angle DA is the third pitch angle DA3, the time constant K increases linearly as the crank rotational speed N increases, and the first speed N1 or higher is the first. The predetermined value K1. When the pitch angle DA is the third pitch angle DA3 and the crank rotational speed N is the same when the crank rotational speed N is less than the first speed N1, the time constant K is equal to the second pitch angle DA. Is smaller than the pitch angle DA2.

  The relationship between the crank rotational speed N and the time constant K in the range where the crank rotational speed N is equal to or lower than the first speed N1 in the first map is set in advance using the first arithmetic expression. The first arithmetic expression includes a coefficient determined according to the inclination angle D. The first arithmetic expression is expressed by, for example, the following expression (1).

K = (4 × A1 × N) + (L1 × A2) (1)
“L1” is a constant. “N” is the rotational speed N of the crank. “A1” is a coefficient determined according to the inclination angle D. “A2” is a coefficient determined according to the inclination angle D. “A1” is set to be smaller as the tilt angle D is larger. “A2” is set to increase as the tilt angle D increases. Table 1 shows an example of the relationship between “A1” and [A2] and the inclination angle D.

  As shown in FIG. 2, when it is determined in step S12 that the current travel mode is not the first mode, that is, when the current travel mode is the second mode, the control unit 32 proceeds to step S17. To do. In step S17, the control unit 32 calculates the corrected driving force TX based on the second map, the inclination angle D, the crank rotation speed N, and the human power driving force T, and proceeds to step S14.

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

  When the second mode is selected and the crank rotational speed N does not change, the response speed R increases as the inclination angle D on the downhill increases. When the second mode is selected, the response speed R becomes the second value R2 when the downhill inclination angle D is equal to or smaller than the second angle D2. At the second value R2, the response speed R is the highest. In one example, the second value R2 is equal to the response speed R when the human driving force T increases. When the second mode is selected, if the inclination angle D does not change, the response speed R is set to increase as the crank rotation speed N increases. When the second mode is selected, when the crank rotational speed N 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 time constant K with respect to the predetermined crank rotational speed N increases as the pitch angle DA increases. For this reason, according to the second map, the larger the inclination angle D on the downhill, the smaller the time constant K with respect to the predetermined crank rotation speed N, and the smaller the response speed R.

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

  In the second map, the time constant K is set to be constant when the pitch angle DA is equal to or smaller than the fourth pitch angle DA4. As shown in the first line L21, when the pitch angle DA is the fourth pitch angle DA4, the second predetermined value K2 is selected as the time constant K regardless of the crank rotational speed N. The second predetermined value K2 is “0”, for example.

  In the second map, when the pitch angle DA is larger than the fourth pitch angle DA4, the time constant K is set so as to decrease as the crank rotational speed N increases. In the second map, when the pitch angle DA is larger than the fourth pitch angle DA4, the time constant K is set to be constant when the crank rotational speed N becomes equal to or higher than the second speed N2. In one example, the time constant K when the pitch angle DA is greater than the fourth pitch angle DA4 and the crank rotational speed N is equal to or greater than the second speed N2 is such that the pitch angle DA is equal to the fourth pitch angle DA4. It is equal to the time constant K2 when:

  As shown in the second line L22, when the pitch angle DA is the fifth pitch angle DA5, the time constant K decreases exponentially as the crank rotational speed N increases. The predetermined value K2 is 2.

  As shown by the third line L23, when the pitch angle DA is the sixth pitch angle DA6, the time constant K decreases exponentially as the crank rotational speed N increases, and at the second speed N2 or higher, the time constant K decreases. The predetermined value K2 is 2. When the pitch angle DA is the sixth pitch angle DA6 and the crank rotational speed N is the same in the range where the crank rotational speed N is less than the second speed N2, the time constant K is the fifth pitch angle DA. It is larger than the pitch angle DA5.

  As shown by the fourth line L24, when the pitch angle DA is the seventh pitch angle DA7, the time constant K decreases exponentially as the crank rotational speed N increases, and at the second speed N2 or higher, the time constant K decreases. The predetermined value K2 is 2. When the pitch angle DA is the seventh pitch angle DA7 and the crank rotational speed N is the same in a range where the crank rotational speed N is less than the second speed N2, the time constant K is the sixth pitch angle DA. It is larger than the pitch angle DA6.

  As shown in the fifth line L25, when the pitch angle DA is the eighth pitch angle DA8, the time constant K decreases exponentially as the crank rotational speed N increases, and at the second speed N2 or higher, the time constant K decreases. The predetermined value K2 is 2. When the pitch angle DA is the eighth pitch angle DA8 and the crank rotational speed N is the same in the range where the crank rotational speed N is less than the second speed N2, the time constant K is the seventh pitch angle DA. It is larger than the pitch angle DA7.

  The relationship between the crank rotational speed N and the time constant K in the range where the crank rotational speed N is equal to or lower than the second speed N2 in the second map is set in advance using the second arithmetic expression. The second arithmetic expression includes a coefficient determined according to the inclination angle D. The second arithmetic expression is expressed by, for example, the following expression (2).

K = (L2 × B) ÷ 100 ÷ N × 1000 (2)
“L2” is a constant. “N” is the rotational speed N of the crank. “B” is a coefficient determined according to the inclination angle D. “B” is set to increase as the inclination angle D increases. Table 2 shows an example of the relationship between “B” and the inclination angle D.

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

  On the other hand, when it is determined in step S18 that the human driving force T is equal to or less than the corrected driving force TX, the control unit 32 calculates the motor output TM based on the corrected driving force TX in step S15, and proceeds to step S16. The control unit 32 controls the motor 22 based on the motor output TM in step S16, and executes the processing from step S11 again after a predetermined period. In other words, during the period when the human power driving force T is increasing, the motor 22 is controlled based on the larger one of the human power driving power T and the correction driving power TX.

  With reference to FIG. 5, an example of motor control when the first mode is selected will be described. FIG. 5A shows the relationship between time and human power driving force T. FIG. FIG. 5B shows the relationship between time and the pitch angle DA. FIG. 5C shows the relationship between time and the motor output TM. FIG. 5 shows a state in which the bicycle 10 is traveling at a constant crank rotational speed N. FIG. In FIG. 5C, the solid line indicates the motor output TM when the inclination angle D changes during traveling, and the two-dot chain line indicates the motor output TM when the inclination angle D does not change during traveling.

  From time t10 to time t11 in FIG. 5, a period in which the pitch angle DA is greater than or equal to the first pitch angle DA1 is shown. In this period, when the human driving force T increases, that is, when the crank arm 12C (see FIG. 1) rotates from the top dead center or the bottom dead center toward the intermediate angle between the top dead center and the bottom dead center, If the human driving force T is larger than the corrected driving force TX, the motor output TM changes with an increase degree substantially equal to the increase degree of the human drive force T. When the human driving force T decreases, that is, when the crank arm 12C (see FIG. 1) rotates from an intermediate angle between the top dead center and the bottom dead center toward the top dead center or the bottom dead center, the motor output TM decreases at a gentler decrease than the decrease in human driving force T.

  Time t11 indicates a time when the pitch angle DA is equal to or smaller than the first pitch angle DA1 and larger than the second pitch angle DA2. At this time, the control unit 32 decreases the time constant K according to the pitch angle DA. For this reason, the reduction degree of the correction driving force TX becomes larger than the period from the time t10 to the time t11, and the reduction degree of the correction driving force TX approaches the reduction degree of the human driving force T. For this reason, the reduction degree of the motor output TM approaches the reduction degree of the human driving force T. That is, the response speed R of the motor 22 with respect to the change in the human driving force T is increased. When the state where the pitch angle DA is equal to or smaller than the first pitch angle DA1 and larger than the second pitch angle DA2 is maintained, the control unit 32 operates the motor 22 at a constant response speed R when the human driving force T decreases. Control.

  Time t12 indicates a time when the pitch angle DA is equal to or smaller than the second pitch angle DA2 and larger than the third pitch angle DA3. For this reason, the reduction degree of the correction driving force TX becomes larger than the period from the time t11 to t12. For this reason, the degree of decrease in the motor output TM is closer to the degree of decrease in the human power driving force T. That is, the response speed R of the motor 22 with respect to the change in the human driving force T is increased. The controller 32 controls the motor 22 at a constant response speed R when the manual driving force T decreases when the pitch angle DA is maintained at the third pitch angle DA3 or more.

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

  From time t20 to time t21 in FIG. 6, a period in which the pitch angle DA is equal to or smaller than the sixth pitch angle DA6 and larger than the fifth pitch angle DA5 is shown. In this period, if the human power driving force T is larger than the correction driving power TX, when the human power driving force T increases, the motor output TM changes with an increase degree substantially equal to the increase degree of the human power driving force T. Further, when the human power driving force T decreases, the motor output TM decreases at a gentler degree of decrease than the human power driving force T decreases.

  Time t21 indicates a time when the pitch angle DA is equal to or smaller than the fifth pitch angle DA5 and larger than the fourth pitch angle DA4. At this time, the control unit 32 decreases the time constant K according to the pitch angle DA. For this reason, the reduction degree of the correction driving force TX becomes large, and the reduction degree of the correction driving force TX approaches the reduction degree of the human power driving force T. For this reason, the reduction degree of the motor output TM approaches the reduction degree of the human driving force T. That is, the response speed R of the motor 22 with respect to the change in the human driving force T is increased. When the state where the pitch angle DA is equal to or smaller than the fifth pitch angle DA5 and larger than the fourth pitch angle DA4 is maintained, the control unit 32 operates the motor 22 at a constant response speed R when the human driving force T decreases. Control.

  A time t22 indicates a time when the pitch angle DA becomes equal to or smaller than the fourth pitch angle DA4. At this time, the control unit 32 sets the time constant K to “0”. For this reason, the reduction degree of the correction driving force TX becomes large, and the reduction degree of the correction driving force TX becomes substantially equal to the reduction degree of the human power driving force T. For this reason, the reduction degree of the motor output TM is substantially equal to the reduction degree of the human power driving force T. That is, the response speed R of the motor 22 with respect to the change in the human driving force T is increased. The controller 32 controls the motor 22 at a constant response speed R when the manual driving force T decreases when the pitch angle DA is maintained at or below the fourth pitch angle DA4.

The operation and effect of the bicycle control device 30 will be described.
Since the bicycle control apparatus 30 can maintain the motor output TM in a larger state as the inclination angle D of the uphill is larger, the load on the driver can be reduced when traveling on the uphill. On the downhill or flat road, the bicycle control device 30 changes the motor output TM in response to the change in the manpower driving force T. Therefore, when the rider travels on the downhill or flat road, the rider moves the bicycle 10. It becomes easy to control.

  When the bicycle 10 travels uphill on a rough road, the force acting behind the bicycle 10 is greater than when the bicycle 10 travels uphill on a flat road. By selecting the first mode, it is difficult for the driver to feel a shortage of the motor output TM.

(Second Embodiment)
With reference to FIG. 1 and FIGS. 7-9, the bicycle control apparatus 30 of 2nd Embodiment is demonstrated. The bicycle control device 30 according to the second embodiment is similar to the bicycle control device 30 according to the first embodiment except that the response speed Q of the motor 22 is changed according to the inclination angle D even when the human power driving force T increases. It is the same. For this reason, about the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the overlapping description is abbreviate | omitted.

  The controller 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 power driving force T increases is described as a response speed Q. The control unit 32 may change the response speed Q stepwise according to the inclination angle D of the bicycle 10. The control unit 32 may continuously change the response speed Q according to the inclination angle D of the bicycle 10.

  When the inclination angle D of the bicycle 10 on the uphill increases, the control unit 32 increases the response speed Q. When the inclination angle D of the bicycle 10 on the uphill increases, the control unit 32 increases the response speed Q of the motor 22 when the human power driving force T increases. When the inclination angle D of the bicycle 10 on the uphill is equal to or greater than the first angle D1, the control unit 32 makes the response speed Q constant when the human driving force T increases.

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

  The storage unit 34 stores a third map and a fourth map that define the relationship among the rising 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 with the correction value CX to calculate the correction driving power TX.

  The third map defines a correction value CX when the human driving force T increases in the first mode. In one example, in the third map, the correction value CX is defined such that the correction value CX increases as the rising speed of the human power driving force T increases, and the correction value CX increases as the pitch angle DA increases. Yes. The fourth map defines the correction value CX when the human driving force T increases in the second mode. In one example, in the fourth map, the correction value CX is defined such that the correction value CX increases as the rising speed of the human power driving force T increases, and the correction value CX decreases as the pitch angle DA increases. . In the third map, it may be specified that the correction value CX increases as the pitch angle DA increases, regardless of the rising speed of the human power driving force T. In the fourth map, the correction value CX may be defined such that the greater the pitch angle DA, the smaller the correction value CX, regardless of the rising speed of the human power driving force T.

  When the control unit 32 calculates the correction driving force TX by adding the correction value CX to the human driving force T, the rising speed of the human driving force T is smaller than the predetermined speed in the third map and the fourth map. In this case, the correction value CX can be a negative value. When the control unit 32 calculates the corrected driving force TX by multiplying the human driving force T by the correction value CX, the rising speed of the human driving force T is smaller than a predetermined speed in the third map and the fourth map. In this case, the correction value CX can be less than 1.

With reference to FIG. 7, the motor control executed by the control unit 32 will be described. The motor control is repeated at predetermined intervals while power is supplied to the control unit 32.
The controller 32 calculates the human power driving force T in step S31. Next, the control unit 32 determines whether or not the current traveling mode is the first mode in step S32. When the control unit 32 determines that the travel mode is the first mode, the control unit 32 proceeds to step S33.

  In step S33, the control unit 32 determines whether or not the human driving force T is reduced. If the control unit 32 determines that the human driving force T is decreasing, the control unit 32 proceeds to step S34. In step S34, the control unit 32 calculates the corrected driving force TX based on the first map, the inclination angle D, the crank rotation speed N, and the human driving force T, and proceeds to step S35. In step S35, the controller 32 calculates the motor output TM based on the calculated corrected driving force TX, and proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, and executes the processing from step S31 again after a predetermined period.

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

  When it is determined in step S32 that the current travel mode is not the first mode, that is, when the current travel mode is the second mode, the control unit 32 proceeds to step S38. In step S38, the control unit 32 determines whether or not the human driving force T is reduced. When it is determined that the manpower driving force T is decreasing, the control unit 32 proceeds to step S39. In step S39, the control unit 32 calculates the corrected driving force TX based on the second map, the inclination angle D, the crank rotation speed N, and the human power driving force T, and proceeds to step S35. In step S35, the controller 32 calculates the motor output TM based on the calculated corrected driving force TX, and proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, and executes the processing from step S31 again after a predetermined period.

  If the control unit 32 determines in step S38 that the human power driving force T is increasing, the control unit 32 proceeds to step S40. In 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, and proceeds to step S35. Specifically, the control unit 32 calculates, as the corrected driving force TX, a value obtained by multiplying or adding the increasing speed of the human driving force T by the correction value CX defined in the fourth map. In step S35, the controller 32 calculates the motor output TM based on the calculated corrected driving force TX, and proceeds to step S36. The control unit 32 controls the motor 22 based on the motor output TM in step S36, and executes the processing from step S31 again after a predetermined period.

  With reference to FIG. 8, an example of motor control when the first mode is selected will be described. FIG. 8A shows the relationship between time and human power driving force T. FIG. FIG. 8B shows the relationship between time and pitch angle DA. FIG. 8C shows the relationship between time and the motor output TM. FIG. 8 shows a state where the bicycle 10 is traveling at a constant crank rotational speed N. FIG. In FIG. 8C, the solid line indicates the motor output TM when the inclination angle D changes during traveling, and the two-dot chain line indicates the motor output TM when the inclination angle D does not change during traveling.

  From time t30 to time t31 in FIG. 8, the pitch angle DA is equal to or greater than the first pitch angle DA1. In the period X1 in which the correction driving force TX decreases during the period from time t30 to time t31, the human power driving force T and the motor output TM change in the same manner as from time t11 to time t12 in FIG. In the period X2 in which the corrected driving force TX increases during the period from the time t30 to the time t31, that is, the crank arm 12C (see FIG. 1) is intermediate between the top dead center and the bottom dead center from the top dead center or the bottom dead center. When rotating toward the corner, the motor output TM changes with an increasing degree larger than the increasing degree of the human driving force T.

  Time t31 indicates a time when the pitch angle DA is equal to or smaller than the first pitch angle DA1 and larger than the second pitch angle DA2. In the period X1 during which the corrected driving force TX decreases during the period from time t31 to time t32, the human power driving force T and the motor output TM change in the same manner as from time t11 to time t12 in FIG. The control unit 32 decreases the response speed Q according to the pitch angle DA in the period X2 in which the corrected driving force TX increases during the period from time t31 to time t32. For this reason, the increase degree of the correction driving force TX becomes smaller than the period from the time t30 to the time t31.

  Time t32 indicates a time when the pitch angle DA is equal to or smaller than the second pitch angle DA2 and larger than the third pitch angle DA3. In the period X1 in which the corrected driving force TX decreases after time t32, the human power driving force T and the motor output TM change in the same manner as after time t12 in FIG. The control unit 32 decreases the response speed Q according to the pitch angle DA in the period X2 in which the corrected driving force TX increases after time t32. For this reason, the increase degree of the correction driving force TX becomes smaller than the period from the time t31 to the time t32.

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

  From time t40 to time t41 in FIG. 9, the period of the pitch angle DA in which the pitch angle DA is greater than or equal to the first pitch angle DA1 is shown. In the period X1 during which the corrected driving force TX decreases during the period from time t40 to time t41, the human power driving force T and the motor output TM change in the same manner as from time t21 to time t22 in FIG. In the period X2 in which the corrected driving force TX increases during the period from the time t40 to the time t41, that is, the crank arm 12C (see FIG. 1) is intermediate between the top dead center and the bottom dead center from the top dead center or the bottom dead center. When rotating toward the corner, the motor output TM changes with an increasing degree larger than the increasing degree of the human driving force T.

  Time t41 indicates a time when the pitch angle DA is equal to or smaller than the sixth pitch angle DA6 and larger than the fifth pitch angle DA5. In the period X1 during which the corrected driving force TX decreases during the period from time t41 to time t42, the human power driving force T and the motor output TM change in the same manner as from time t21 to time t22 in FIG. The control unit 32 decreases the response speed Q according to the pitch angle DA in the period X2 in which the correction driving force TX increases during the period from time t41 to time t42. For this reason, the increase degree of the correction driving force TX becomes smaller than the period from the time t40 to the time t41.

  Time t42 indicates a time when the pitch angle DA is equal to or smaller than the fifth pitch angle DA5 and larger than the fourth pitch angle DA4. In the period X1 in which the corrected driving force TX decreases after time t42, the human power driving force T and the motor output TM change in the same manner as after time t22 of FIG. The control unit 32 decreases the response speed Q according to the pitch angle DA in the period X2 in which the corrected driving force TX increases after time t42. For this reason, the increase degree of the correction driving force TX becomes smaller than the period from the time t41 to the time t42.

(Third embodiment)
A bicycle control device 30 according to a third embodiment will be described with reference to FIGS. 1, 10, and 11. The bicycle control device 30 according to the third embodiment is the same as the bicycle control device 30 according to the first embodiment, except that control for changing the response speed Q according to the vehicle speed V and the inclination angle D is executed. For this reason, about the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the overlapping description is abbreviate | omitted.

  In the present embodiment, the control unit 32 shown in FIG. 1 responds when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1, and when the vehicle speed V of the bicycle 10 exceeds the first speed V1. The response speeds R and Q are made different. The first speed V <b> 1 is preferably set to a vehicle speed V that can determine the start of traveling of the bicycle 10. The first speed V1 is preferably set in the range of 1 km / h to 10 km / h. In one example, the first speed V1 is set to 3 km / h. The first speed V1 is preferably stored in the storage unit 34 in advance. The storage unit 34 is configured to be able to change the first speed V1. For example, the first speed V1 stored in the storage unit 34 is changed by operating the operation unit 14 or by an external device. The control unit 32 makes the response speed Q when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1 higher than the response speed Q when the vehicle speed V of the bicycle 10 exceeds the first speed V1. The control unit 32 makes the response speed R when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1 lower than the response speed R when the vehicle speed V of the bicycle 10 exceeds the first speed V1.

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

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

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

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

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

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

  When the control unit 32 determines in step S42 that the pitch angle DA is larger than the first predetermined angle DX1, the control unit 32 proceeds to step S46. In step S46, the control unit 32 determines whether or not the pitch angle DA is less than the second predetermined angle DX2. When it is determined that the pitch angle DA is equal to or greater than the second predetermined angle DX2, the control unit 32 ends the process. For this reason, when the bicycle 10 is on a travel path with the pitch angle DA equal to or less than the first predetermined angle DX1 and equal to or greater than the second predetermined angle DX2, the control unit 32 ends the process without changing the response speeds R and Q. To do.

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

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

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

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

  When the control unit 32 determines in step S48 that the pitch angle DA is larger than the first predetermined angle DX1, the control unit 32 proceeds to step S52. In step S48, the controller 32 determines whether or not the pitch angle DA is less than the second predetermined angle DX2. When it is determined that the pitch angle DA is equal to or greater than the second predetermined angle DX2, the control unit 32 ends the process. For this reason, when the bicycle 10 is on a travel path with the pitch angle DA equal to or less than the first predetermined angle DX1 and equal to or greater than the second predetermined angle DX2, the control unit 32 ends the process without changing the response speeds R and Q. To do.

  When determining that the pitch angle DA is less than the second predetermined angle DX2 in step S52, the control unit 32 increases the response speed R and decreases the response speed Q in step S53, and proceeds to step S50. For example, the control unit 32 makes the response speed R higher than the initial value RX of the response speed R stored in advance in the storage unit 34 and is higher than the initial value QX of the response speed Q stored in advance in the storage unit 34. Decrease the response speed Q. For example, the control unit 32 makes the response speed R set in step S43 higher than the response speed R set in step S49, and sets the response speed Q set in step S43 to the response set in step S49. Lower than speed Q.

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

(Fourth embodiment)
A bicycle control device 30 according to a fourth embodiment will be described with reference to FIGS. 1, 12, and 13. The bicycle control device 30 of the fourth embodiment is the same as the bicycle control device 30 of the first embodiment, except that control is performed to change the output torque TA of the motor 22 in accordance with the inclination angle D. For this reason, about the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the overlapping description is abbreviate | omitted.

  In the present embodiment, the control unit 32 shown in FIG. 1 is configured to be able to control the motor 22 according to the human power driving force T in the traveling mode, and controls the motor 22 according to the human power driving force T. In the traveling mode, the control unit 32 controls the output torque TA of the motor 22 to be equal to or less than the predetermined torque TY. The predetermined torque TY is changed according to the inclination angle D of the bicycle 10. The predetermined 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 in the vicinity of the upper limit torque.

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

  With reference to FIG. 13, the motor control for changing the first torque TY1 in accordance with the inclination angle D will be described. The motor control is repeated at predetermined intervals while power is supplied to the control unit 32.

  In step S61, the controller 32 determines whether or not the pitch angle DA is larger than the first predetermined angle DX1. When determining that the pitch angle DA is larger than the first predetermined angle DX1, the control unit 32 proceeds to step S62. In step S62, the control unit 32 increases the first torque TY1, and proceeds to step S63. Specifically, the control unit 32 determines the relationship between the first torque TY1 and the crank indicated by the broken line L32 in FIG. 12 from a map that defines the relationship between the first torque TY1 and the rotation speed N of the crank indicated by the solid line L31 in FIG. The control is switched to the control of the motor 22 using a map that defines the relationship with the rotational speed N.

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

  If the control unit 32 determines in step S61 that the pitch angle DA is equal to or smaller than the first predetermined angle DX1, the control unit 32 proceeds to step S65. In step S65, the controller 32 determines whether or not the pitch angle DA is less than the second predetermined angle DX2. When the control unit 32 determines that the pitch angle DA is less than the second predetermined angle DX2, the control unit 32 proceeds to step S66. In step S66, the control unit 32 decreases the first torque TY1, and proceeds to step S67. Specifically, the control unit 32 determines the relationship between the first torque TY1 and the crank indicated by an alternate long and short dash line L33 in FIG. 12 from a map that defines the relationship between the first torque TY1 indicated by the solid line L31 in FIG. The control is switched to the control of the motor 22 using a map that defines the relationship with the rotation speed N of the motor.

  In step S67, the controller 32 determines whether the pitch angle DA is less than the second predetermined angle DX2. As long as the pitch angle DA is determined to be less than the second predetermined angle DX2 in step S67, the control unit 32 repeats the determination process of step S67. When it is determined in step S67 that the pitch angle DA is equal to or greater than the second predetermined angle DX2, the controller 32 returns the first torque TY1 to the original in step S64 and ends the process. Specifically, the control unit 32 switches to control of the motor 22 using a map that defines the relationship between the first torque TY1 and the crank rotational speed N before switching in step S66.

  When there are a plurality of travel modes in which the ratio of the motor output TM to the human driving force T is different, and the control unit 32 increases the first torque TY1 in step S66, the control unit 32 uses the first torque TY1 with respect to the human driving force T. It is preferable to set the maximum torque value of the motor output TM in the travel mode in which the ratio of the motor output TM is the largest. When there are a plurality of travel modes having different ratios of the motor output TM to the human driving force T, and the control unit 32 decreases the first torque TY1 in step S66, the control unit 32 changes the first torque TY1 to the human driving force T. It is preferable to set the maximum torque value of the motor output TM in the travel mode in which the ratio of the motor output TM is the smallest.

(Fifth embodiment)
A bicycle control device 30 according to a fifth embodiment will be described with reference to FIGS. 1 and 14 to 16. The bicycle control device 30 of the fifth embodiment is the same as the bicycle control device 30 of the first embodiment, except that the motor 22 is controlled to be driven according to the operation of the operation unit 14. For this reason, about the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the overlapping description is abbreviate | omitted.

  In the present embodiment, the control unit 32 is configured to be able to switch between the travel mode and the walk mode by operating the operation unit 14 shown in FIG. The control unit 32 controls the motor 22 according to the operation of the operation unit 14. Specifically, when the operation unit 14 is operated to drive the motor 22 in the walk mode, the control unit 32 starts driving the motor 22 when the human power driving force T is zero. When the control unit 32 controls the motor 22 according to the operation of the operation unit 14, the control unit 32 controls the output torque TA of the motor 22 to be equal to or less than the second torque TY <b> 2. When the control unit 32 controls the motor 22 according to the operation of the operation unit 14, the control unit 32 controls the vehicle speed V to be equal to or lower than a predetermined vehicle speed V. 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. The controller 32 increases the increase speed of the output torque TA of the motor 22 when the inclination angle D of the bicycle 10 on the uphill increases. When the inclination angle D of the bicycle 10 on the downhill increases, the control unit 32 decreases the increase speed of the output torque TA of the motor 22.

  The motor control in the walk mode will be described with reference to FIGS. The motor control is repeated at predetermined intervals while power is supplied to the control unit 32.

  In step S71, the control unit 32 determines whether or not there is a request to start driving the motor 22 in the walk mode. Specifically, when the operation unit 14 is operated to drive the motor 22 in the walk mode and the human driving force T is 0, the control unit 32 has a request to start driving the motor 22 in the walk mode. judge. When the control unit 32 determines that there is no request to start driving the motor 22 in the walk mode, the process ends.

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

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

  If the control unit 32 determines in step S72 that the pitch angle DA is greater than or equal to the second predetermined angle DX2, the control unit 32 proceeds to step S76. In step S76, the control unit 32 sets the increase speed of the output torque TA to the third increase speed, and proceeds to step S77. The broken line L41 in FIG. 16 indicates the output torque TA when the first increase speed is set, the alternate long and short dash line L42 indicates the output torque TA when the second increase speed is set, and the solid line L43 indicates The output torque TA when the third increase speed is set is shown. 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 increasing speed set in step S73, S75, or S76, and proceeds to step S78. In step S78, the controller 32 determines whether or not the output torque TA has become equal to or greater than the second torque TY2. The control unit 32 repeats the determination process in step S78 until the output torque TA becomes the second torque TY2. By the process of step S78, the output torque TA increases to the second torque TY2 as indicated by the broken line L41, the alternate long and short dash line L42, or the solid line L43 in FIG.

  When determining that the output torque TA has become equal to or greater than the second torque TY2, the control unit 32 proceeds to step S79. In step S79, the control unit 32 starts controlling the motor 22 according to the vehicle speed V, and proceeds to step S80. In step S80, the control unit 32 determines whether or not there is a drive end request for the motor 22 in the walk mode. The control unit 32 is configured such that when the operation unit 14 is not operated to drive the motor 22 in the walk mode, an operation for switching to the travel mode is input to the operation unit 14, or the human power driving force T is 0. If it becomes larger than that, it is determined that there is a drive end request for the motor 22 in the walk mode. The control unit 32 repeats the processes of step S79 and step S80 until it is determined that there is a request to finish driving the motor 22 in the walk mode. If it is determined that there is a request to end the drive of the motor 22 in the walk mode, the control unit 32 stops the drive of the motor 22 in the walk mode in step S81 and ends the process.

(Sixth embodiment)
A bicycle control device 30 according to the sixth embodiment will be described with reference to FIG. The bicycle control device 30 of the sixth embodiment is the same as the bicycle control device 30 of the first embodiment except that control is performed to change the response speeds R and Q when the bicycle starts running. For this reason, about the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the overlapping description is abbreviate | omitted.

  In the present embodiment, the control unit 32 shown in FIG. 1 varies the response speeds R and Q between the case where the bicycle 10 starts running and within the predetermined period PX and the case where the predetermined period PX has elapsed. In one example, the predetermined period PX is set to 3 seconds. The control unit 32 makes the response speed Q when the bicycle 10 starts running within a predetermined period PX higher than the response speed Q when the predetermined period PX has elapsed.

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

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

  In step S92, the control unit 32 determines whether or not the predetermined period PX has elapsed. For example, the control unit 32 determines that the predetermined period PX has elapsed when the period after the determination that the bicycle 10 has started running in step S91 is equal to or longer than the predetermined period PX. The control unit 32 repeats the determination process in step S93 until the predetermined period PX elapses. When determining that the predetermined period PX has elapsed, the control unit 32 proceeds to step S94. In step S94, the control unit 32 restores the response speed R and the response speed Q, and ends the process. Specifically, the control unit 32 returns the response speed R and the response speed Q to the initial values RX and QX stored in the storage unit 34 in advance.

(Seventh embodiment)
A bicycle control device 30 according to a seventh embodiment will be described with reference to FIGS. 1 and 18. The bicycle control device 30 of the seventh embodiment is the same as the bicycle control device 30 of the first embodiment except that control is performed to change the response speeds R and Q according to the vehicle speed V. For this reason, about the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the overlapping description is abbreviate | omitted.

  In the present embodiment, the control unit 32 shown in FIG. 1 responds when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1, and when the vehicle speed V of the bicycle 10 exceeds the first speed V1. The response speeds R and Q are made different. The first speed V <b> 1 is preferably set to a vehicle speed V that can determine the start of traveling of the bicycle 10. In one example, the first speed V1 is preferably set in the range of 1 km / h to 10 km / h. In one example, the first speed V1 is set to 3 km / h. The control unit 32 makes the response speed Q when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1 higher than the response speed Q when the vehicle speed V of the bicycle 10 exceeds the first speed V1. The control unit 32 makes the response speed R when the vehicle speed V of the bicycle 10 is equal to or lower than the first speed V1 lower than the response speed R when the vehicle speed V of the bicycle 10 exceeds the first speed V1.

  With reference to FIG. 18, the motor control for changing the first torque TY1 in accordance with the inclination angle D will be described. The motor control is repeated at predetermined intervals while power is supplied to the control unit 32.

  In step S95, the controller 32 determines 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 higher 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. In step S96, the control unit 32 decreases the response speed R, increases the response speed Q, and proceeds to step S97. Specifically, the control unit 32 makes the response speed R smaller than the initial value RX of the response speed R stored in the storage unit 34 in advance, and the initial value of the response speed Q stored in the storage unit 34 in advance. The response speed Q is made larger than QX.

  In step S97, the controller 32 determines whether or not the vehicle speed V is equal to or lower than the first speed V1. The control unit 32 repeats the determination process in step S97 until the vehicle speed V becomes higher than the first speed V1. When it is determined that the predetermined period PX has elapsed, the control unit 32 returns the response speed R and the response speed Q in step S98, and ends the process. Specifically, the control unit 32 returns the response speed R and the response speed Q to the initial values RX and QX stored in the storage unit 34 in advance.

(Modification)
The description regarding each said embodiment is an illustration of the form which the control apparatus for bicycles according to this invention can take, and it does not intend restrict | limiting the form. The bicycle control device according to the present invention can take a form in which, for example, the following modifications of the above-described embodiments and at least two modifications not contradicting each other are combined.

  The motor control shown in FIG. 2 can be changed to the motor control shown in FIG. In the motor control of FIG. 19, the control unit 32 calculates the human driving force T in step S11, and proceeds to step S13 without determining the traveling mode. In step S13, the control unit 32 calculates the corrected driving force TX based on the first map, the inclination angle D, the crank rotation speed N, and the human driving force T, and proceeds to step S14. In this modification, the bicycle control device 30 has only one travel mode, does not store the second map, and stores only the first map.

  The motor control shown in FIG. 2 can be changed to the motor control shown in FIG. In the motor control of FIG. 20, the control unit 32 calculates the human driving force T in step S11, and proceeds to step S17 without determining the traveling mode. In step S17, the control unit 32 calculates the corrected driving force TX based on the second map, the inclination angle D, the crank rotation speed N, and the human driving force T, and proceeds to step S14. In this modification, the bicycle control device 30 has only one travel mode, does not store the first map, and stores only the second map.

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

  The controller 32 determines whether or not the human power driving force T is decreased in step S25. When it is determined in step S25 that the manpower driving force T is decreasing, the control unit 32 controls the motor 22 based on the correction output TD in step S26, and executes the processing from step S21 again after a predetermined period.

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

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

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

  In the first and second embodiments, the control unit 32 sets the time constant K using the first map or the second map, but the time constant K is set using an arithmetic expression instead of the map. It can also be set. In this case, the storage unit 34 stores arithmetic expressions (for example, the above expressions (1) and (2)) corresponding to the travel mode.

  In the first and second embodiments, the control unit 32 changes the response speed R stepwise according to the tilt angle D in the first mode and the second mode, but according to the tilt angle D. The response speed R may be changed continuously. In this case, for example, the correction values C1, A2, and B used in the above equations (1) and (2) are calculated 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, the control unit 32 may decrease the response speed Q as the inclination angle D on the downhill increases.

  -In 2nd Embodiment, when the initial value QX is set to the response speed Q, the increase degree of the manual driving force T can also be set lower than the increasing degree of the manual driving force T. In this case, the higher the response speed Q is than the initial value QX, the closer the degree of increase in the corrected driving force TX is to the degree of increase in the manual driving force T. As the response speed Q is lower than the initial value QX, the increase degree of the correction driving force TX with respect to the increase degree of the human driving force T is delayed. In this modification, when the human power driving force T increases, the control unit 32 does not change or increase the response speed Q by multiplying or adding the human power driving force T by the correction value CX, but changes the time constant K. Thus, the response speed Q can be changed. Specifically, the time constant K corresponding to the initial value QX is set to a value larger than zero. In this case, for example, the degree of increase in the motor output TM in the period X2 from time t30 to time t31 in FIG. 8 is greater than the degree of increase in the motor output TM in the period X2 from time t31 to time t32. The degree of increase will be close. Further, the degree of increase in the motor output TM in the period X2 from time t40 to time t41 in FIG. 9 is higher than the degree in the motor output TM in the period X2 from time t41 to time t42. Close to the degree.

  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 can omit steps S32, S38, S39, and S40. In this case, after executing the process of step S31, the control unit 32 proceeds to step S33. When the first mode is omitted, in the motor control of FIG. 7, the control unit 32 can omit steps S32, S33, S34, and S37. In this case, after executing the process of step S31, the control unit 32 proceeds to step S38.

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

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

  In the third embodiment, one of the response speed R and the response speed Q is not different between the case where the bicycle 10 is within the predetermined period PX1 after the start of traveling and the case where the predetermined period PX1 has elapsed. Good. Specifically, the control unit 32 changes only one of the response speed R and the response speed Q and does not change the other in at least one of step S43 and step S47 in FIG.

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

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

  -In 3rd Embodiment and its modification, you may abbreviate | omit step S41 and S48-S53 from the flowchart of FIG.

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

  -In 3rd Embodiment and its modification, the control part 32 makes only one of the response speed R and the response speed Q differ, when making the response speed R and Q differ according to the pitch angle DA of the bicycle 10. You may change to For example, in at least one of steps S43, S47, S49, and S53 in FIG. 10, only one of response speed R and response speed Q is changed, and the other is not changed.

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

  -In 3rd Embodiment and its modification, you may abbreviate | omit step S42 and S43 from the flowchart of FIG. In this case, if the control part 32 determines with the vehicle speed V being below 1st speed V1 by step S41, it will move to step S46.

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

  -In 3rd Embodiment and its modification, you may abbreviate | omit step S48 and S49 from the flowchart of FIG. In this case, if the control part 32 determines with the vehicle speed V being below 1st speed V1 by step S41, it will move to step S52.

  -In 3rd Embodiment and its modification, when the process of step S47 of the flowchart of FIG. 10 is complete | finished, you may make it complete | finish a flowchart. In the flowchart of FIG. 10, when the process of step S53 ends, the flowchart may be ended.

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

  In the fourth embodiment, steps S61, S62, and S63 may be omitted from the flowchart of FIG. In this case, when 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 of FIG. In this case, when the control unit 32 determines in step S72 that the pitch angle DA is equal to or smaller than the first predetermined angle DX1, the control unit 32 proceeds to step S76.

  In the fifth embodiment, steps S72 and S73 may be omitted from the flowchart of FIG. In this case, if the control part 32 determines with the drive start request | requirement of the motor 22 in the walk mode having been received in step S71, it will transfer to step S74.

  -In 5th Embodiment and its modification, you may make it change 2nd torque TY2 according to the inclination angle D of the bicycle 10. FIG. In one example, the control unit 32 increases the second torque TY2 when the inclination angle of the bicycle 10 on the uphill increases. When the inclination angle D of the bicycle 10 on the downhill increases, the control unit 32 decreases the second torque TY2. For example, as shown in FIG. 22, the control unit 32 executes step S82 in place of the process in step S73 in FIG. 14, executes step S83 in place of the process in step S75 in FIG. The process of step S84 is executed instead of the process of S76. In step S82, the control unit 32 sets the increase speed of the output torque TA to the first increase speed, and sets 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 to the third value TZ3. The first value TZ1 is larger than the third value TZ3. The second value TZ2 is smaller than the third value TZ3. For this reason, when the pitch angle DA is larger than the first predetermined angle DX1, the control unit 32 reduces the second torque TY2 to be equal to or smaller than the second predetermined angle DX2 that is greater than the second predetermined angle DX2 and smaller than the first predetermined angle DX1. The motor 22 is controlled so that it becomes. When the pitch angle DA is less than the second predetermined angle DX2, the controller 32 controls the motor so that the second torque TY2 is less than the second predetermined angle DX2 and less than the first predetermined angle DX1. 22 is controlled.

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

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

  -Steps S72 and S82 may be omitted from the flowchart of the modification shown in FIG. In this case, if the control part 32 determines with the drive start request | requirement of the motor 22 in the walk mode having been received in step S71, it will transfer to step S74.

  In the fifth embodiment, the control unit 32 may change the increasing speed of the output torque TA of the motor 22 according to the change amount of the inclination angle D of the bicycle 10. In one example, the control unit 32 increases the increase rate of the output torque TA of the motor 22 when the increase rate of the tilt angle D of the bicycle 10 on the uphill increases. The control unit 32 decreases the increase rate of the output torque TA of the motor 22 when the increase rate of the inclination angle D of the bicycle 10 on the downhill increases. For example, after setting the increasing speed of the output torque TA in step S73, S75, or S76 in FIG. 14, the control unit 32 proceeds to step S85 shown in FIG. In step S85, the control unit 32 determines whether or not the pitch angle DA is larger than 0 and the increasing speed of the pitch angle DA is increased. When it is determined that the pitch angle DA is greater than 0 and the increasing speed of the pitch angle DA has increased, the control unit 32 proceeds to step S86. The control unit 32 increases the increase speed of the output torque TA in step S86, and proceeds to step S78. When the control unit 32 performs at least one of the determination that the pitch angle DA is 0 or less and the determination that the increasing speed of the pitch angle DA is not large in Step S85, the control unit 32 proceeds to Step S87. In step S87, the control unit 32 determines whether the pitch angle DA is smaller than 0 and the decreasing speed of the pitch angle DA is increased. When the control unit 32 determines that the pitch angle DA is smaller than 0 and the decreasing speed of the pitch angle DA is increased, the control unit 32 proceeds to step S88. The controller 32 reduces the increase rate of the output torque TA in step S88, and proceeds to step S78. In step S78, the control unit 32 repeats the processing from step S85 until the output torque TA becomes equal to or higher than the second torque TY2. If the control unit 32 determines in step S78 that the output torque TA has become equal to or greater than the second torque TY2, the control unit 32 proceeds to step S79. When the control unit 32 performs at least one of the determination that the pitch angle DA is 0 or less and the determination that the decrease rate of the pitch angle DA is not large in Step S87, the control unit 32 proceeds to Step S78.

  -Steps S87 and S88 may be omitted from the flowchart of the modification shown in FIG. In this case, when the control unit 32 performs at least one of determination that the pitch angle DA is 0 or less and determination that the increase rate of the pitch angle DA is not large in Step S85, the control unit 32 proceeds to Step S78.

  -Steps S85 and S86 may be omitted from the flowchart of the modification shown in FIG. In this case, the control part 32 transfers to step S87 after the process 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 and does not change the response speed R in the process of step S92 of FIG.

  -In 6th Embodiment, you may make it the control part 32 change a response side and R and Q after the electric power is supplied to the control part 32 until the bicycle 10 starts driving | running | working. For example, in the flowchart of FIG. 17, step S91 and step S92 are interchanged. In this case, when the bicycle 10 stops, the control unit 32 may perform the process of step S92. When the bicycle 10 starts running, the control unit 32 proceeds to step S91. If the control part 32 determines with the bicycle 10 having started driving | running | working in step S91, it will move 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 and does not change the response speed R in the process of step S96 of FIG.

  In the seventh embodiment, the control unit 32 changes the response side and R and Q from when power is supplied to the control unit 32 until the vehicle speed V is greater than 0 and less than or equal to the first speed V1. May be. For example, step S95 and step S96 are interchanged in the flowchart of FIG. In this case, when the bicycle 10 is stopped, the control unit 32 may perform the process of step S96. If the control part 32 determines with the vehicle speed V being below 1st speed V1 in step S95, it will move to step S97.

  The control unit 32 may change the response speeds R and Q according to the change in the inclination angle D of the bicycle 10. When the increasing speed of the inclination angle D of the bicycle 10 on the uphill increases, the control unit 32 increases the response speed Q when the human driving force T increases. When the increasing speed of the inclination angle D of the bicycle 10 on the uphill increases, the control unit 32 decreases the response speed R. For example, the control unit 32 executes the control shown in FIG. In step S101, the control unit 32 determines whether or not the pitch angle DA is larger than 0 and the increasing speed of the pitch angle DA is increased. When it is determined that the pitch angle DA is greater than 0 and the increasing speed of the pitch angle DA is increased, the control unit 32 proceeds to step S102. In step S102, the control unit 32 decreases the response speed R, increases the response speed Q, and ends the process. When the control unit 32 performs at least one of the determination that the pitch angle DA is smaller than 0 and the determination that the increase rate of the pitch angle DA is small in Step S101, the control unit 32 proceeds to Step S103. In step S103, the control unit 32 determines whether or not the pitch angle DA is smaller than 0 and the decreasing speed of the pitch angle DA is increased. When the control unit 32 determines that the pitch angle DA is smaller than 0 and the decrease speed of the pitch angle DA is increased, the control unit 32 proceeds to step S104. In step S104, the control unit 32 increases the response speed R, decreases the response speed Q, and ends the process. When the control unit 32 performs at least one of the determination that the pitch angle DA is larger than 0 and the determination that the decrease rate of the pitch angle DA is small in step S103, the control unit 32 performs the process without changing the response speeds R and Q. finish. In this modification, the control unit 32 may return the response speeds R and Q after a predetermined period after changing the response speeds R and Q in steps S102 and S104.

  -Steps S103 and S104 may be omitted from the flowchart of the modification shown in FIG. In this case, the control unit 32 ends the process when performing at least one of the determination that the pitch angle DA is smaller than 0 and the determination that the increasing speed of the pitch angle DA is small in Step S101.

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

  When the inclination angle D of the bicycle 10 changes from the angle corresponding to the uphill to the third angle DX3 on the downhill within the first period, the control unit 32 sets the response speed Q when the human driving force T increases. It may be lowered. The control unit 32 may increase the response speed R when the tilt angle D of the bicycle 10 changes from the angle corresponding to the uphill to the third angle DX3 or more on the downhill within the first period. 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 storage unit 34 in advance. The storage unit 34 is configured to be able to change the first period. For example, the first period stored in the storage unit 34 is changed by operating the operation unit 14 or by an external device. For example, the control unit 32 executes the control shown in FIG. In step S105, the controller 32 determines whether or not the pitch angle DA has changed from an angle greater than 0 to a third angle DX3 that is less than 0. When the control unit 32 determines that the pitch angle DA has changed from an angle larger than 0 to a third angle DX3 smaller than 0, the control unit 32 proceeds to step S106. In step S106, the control unit 32 increases the response speed R, decreases the response speed Q, and ends the process. When determining that the pitch angle DA has not changed from the angle larger than 0 to the third angle DX3 smaller than 0 in step S105, the control unit 32 performs the process without changing the response speeds R and Q. finish. In this modification, the control unit 32 may return the response speeds R and Q after a predetermined period 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 can also acquire the tilt angle D using GPS (Global Positioning System) and map information including altitude information. Further, the control unit 32 includes an altitude detection sensor that detects atmospheric pressure and the like, and can acquire the inclination angle D with high accuracy using the output of the altitude detection sensor in addition to the GPS information. The inclination detection unit may include a GPS receiver, a memory storing map information, and an altitude detection sensor. Information on the inclination angle D by GPS is transmitted to the control unit 32 via, for example, a cycle computer or a smartphone. It may be entered. The control unit 32 can also acquire the tilt angle D by the rider's input.

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

  The control unit 32 can also calculate the inclination angle D based on the manpower driving force T and the crank rotational speed N. In this case, for example, the control unit 32 calculates the pitch angle DA to be larger as the human driving force T is larger and the crank rotational speed N is lower. That is, the control unit 32 increases the inclination angle D on the uphill as the human power driving force T is larger and the crank rotation speed N is lower, and as the human power driving force T is smaller and the crank rotation speed N is higher as the lower the crank rotation speed N. It is determined that the inclination angle D is large. In this modification, the tilt angle D can also be calculated using the vehicle speed of the bicycle 10 in addition to the manpower driving force T and the rotational speed N of the crank.

  The control unit 32 can also estimate the crank rotation speed N using the vehicle speed of the bicycle 10. For example, the control unit 32 estimates the rotational speed N of the crank using the tire diameter and the speed change ratio of the bicycle 10.

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

Claims (39)

Including a control unit that controls a motor for assisting the propulsion of the bicycle according to the human driving force,
The said control part is a bicycle control apparatus which changes the response speed of the said motor with respect to the change of the said manual driving force according to the inclination-angle of the said bicycle.   The bicycle control device according to claim 1, wherein the control unit changes the response speed when the human driving force decreases.   The bicycle control device according to claim 2, wherein the control unit lowers the response speed when an inclination angle of the bicycle on an uphill increases.   The bicycle control device according to claim 2 or 3, wherein the control unit increases the response speed when an inclination angle of the bicycle on a downhill increases.   The bicycle control device according to any one of claims 1 to 4, wherein the control unit changes the response speed when the human driving force increases.   The bicycle control device according to claim 5, wherein the control unit increases the response speed when an inclination angle of the bicycle on an uphill increases.   The bicycle control device according to claim 5 or 6, wherein the control unit lowers the response speed when an inclination angle of the bicycle on a downhill increases.   The bicycle control device according to any one of claims 1 to 7, wherein the control unit changes the response speed stepwise according to an inclination angle of the bicycle.   The bicycle control device according to any one of claims 1 to 8, wherein the control unit makes the response speed constant when an inclination angle of the bicycle on an uphill is equal to or greater than a first angle.   The bicycle control device according to any one of claims 1 to 9, wherein the control unit makes the response speed constant when an inclination angle of the bicycle on a downhill is equal to or greater than a second angle.   The control unit according to claim 1, wherein the response speed when the vehicle speed of the bicycle is equal to or lower than a first speed is different from the response speed when the vehicle speed of the bicycle exceeds the first speed. The bicycle control device according to any one of the preceding claims.   The bicycle control device according to any one of claims 1 to 11, wherein the control unit changes the response speed according to a change in an inclination angle of the bicycle.   13. The bicycle control device according to claim 12, wherein the control unit increases the response speed when the human driving force increases when the increase speed of the tilt angle of the bicycle on an uphill increases.   The control unit lowers the response speed when the human driving force increases when the tilt angle of the bicycle changes from an angle corresponding to an uphill to a third angle or more on a downhill within a first period. Item 14. The bicycle control device according to Item 12 or 13.   The bicycle control device according to any one of claims 1 to 14, wherein the control unit changes the response speed according to a rotation speed of a crank of the bicycle.   The bicycle control device according to claim 15, wherein the control unit is capable of controlling the motor in a first mode in which the response speed decreases as the rotation speed of the crank increases.   The bicycle control device according to claim 16, wherein, in the first mode, the control unit makes the response speed constant when a rotation speed of the crank becomes equal to or higher than the first speed.   The bicycle control device according to claim 15, wherein the control unit is capable of controlling the motor in a second mode in which the response speed increases as the crank rotation speed increases.   19. The bicycle control device according to claim 18, wherein, in the second mode, the control unit makes the response speed constant when a rotational speed of the crank becomes equal to or higher than a second speed.   The bicycle control device according to claim 16 or 17, wherein the control unit is capable of controlling the motor in a second mode in which the response speed increases as the crank rotation speed increases.   21. The bicycle control device according to claim 20, wherein, in the second mode, the control unit makes the response speed constant when a rotational speed of the crank becomes equal to or higher than a second speed.   The bicycle control device according to claim 20 or 21, wherein the control unit is capable of switching between the first mode and the second mode in accordance with an operation of an operation unit capable of communicating with the control unit.   The bicycle control device according to any one of claims 1 to 22, wherein the control unit changes the response speed using a low-pass filter. A control unit that controls a motor for assisting the propulsion of the bicycle according to an operation of an operation unit provided in the bicycle;
The control unit is a bicycle control device that changes an increase rate of an output torque of the motor according to at least one of an inclination angle of the bicycle and a change amount of the inclination angle of the bicycle.   25. The bicycle control device according to claim 24, wherein the control unit increases the increase speed of the output torque of the motor when the inclination angle of the bicycle on an uphill increases.   26. The bicycle control device according to claim 24, wherein the control unit reduces the increase rate of the output torque of the motor when the inclination angle of the bicycle on a downhill increases.   27. The bicycle control device according to any one of claims 24 to 26, wherein the control unit increases an increase rate of an output torque of the motor when an increase rate of an inclination angle of the bicycle on an uphill is increased.   The bicycle control device according to any one of claims 24 to 27, wherein the control unit decreases the increase rate of the output torque of the motor when the increase rate of the inclination angle of the bicycle on a downhill increases. Including a controller that controls a motor that assists in propulsion of the bicycle,
The control unit controls the output torque of the motor to be a predetermined torque or less,
The bicycle control apparatus, wherein the predetermined torque is changed according to an inclination angle of the bicycle. The predetermined torque includes a first torque,
The control unit is configured to be able to control the motor according to a human driving force, and when controlling the motor according to the human driving force, the control unit controls the output torque of the motor to be equal to or less than the first torque. And
30. The bicycle control device according to claim 29, wherein the first torque is changed according to an inclination angle of the bicycle.   31. The bicycle control device according to claim 30, wherein the control unit increases the first torque when an inclination angle of the bicycle on an uphill is increased. The predetermined torque includes a second torque,
The control unit is configured to be able to control the motor according to an operation of an operation unit provided on the bicycle. When the motor is controlled according to an operation of the operation unit, an output torque of the motor is the second torque. Control to below torque,
The bicycle control device according to any one of claims 29 to 31, wherein the second torque is changed according to an inclination angle of the bicycle.   The bicycle control device according to claim 32, wherein the control unit increases the second torque when an inclination angle of the bicycle on an uphill increases.   The bicycle control device according to any one of claims 1 to 33, further comprising an inclination detection unit that detects an inclination angle of the bicycle.   The bicycle control device according to any one of claims 1 to 23, 30, and 31, wherein the control unit calculates the inclination angle based on the human power driving force and a rotation speed of a crank of the bicycle. Including a control unit that controls a motor for assisting the propulsion of the bicycle according to the human driving force,
The control unit varies a response speed of the motor with respect to a change in the human driving force when the vehicle speed of the bicycle is equal to or lower than the first speed and when the vehicle speed of the bicycle exceeds the first speed. Bicycle control device.   The said control part makes the said response speed in case the vehicle speed of the said bicycle is below the said 1st speed higher than the said response speed in case the vehicle speed of the said bicycle exceeds the said 1st speed. Bicycle control device. Including a control unit that controls a motor for assisting the propulsion of the bicycle according to the human driving force,
The control unit may vary a response speed of the motor with respect to a change in human driving force input to the bicycle when the bicycle is within a predetermined period from the start of traveling and when the predetermined period has elapsed. A bicycle control device.   39. The bicycle according to claim 38, wherein the control unit makes the response speed when the bicycle is within the predetermined period after the bicycle starts running higher than the response speed when the predetermined period has elapsed. Control device.