bicycle control

Abstract

A bicycle controller 30 controls a motor 22 according to the riding environment of a bicycle 10. The bicycle controller 30 includes a control unit 32 configured to control a motor 22, which assists the pedaling of a bicycle 10, according to the manual driving force T. The control unit 32 changes the response speed R of the motor 22 in relation to a change in the manual driving force T according to the tilt angle D of the bicycle 10.

Description

[0001] The present invention relates to a bicycle steering system.

[0002] A bicycle control system that changes the speed at which a motor's power responds to a change in manual driving force is disclosed in JP 5 575 968 B1. In a case where the manual driving force decreases, the bicycle control system changes the response speed of the motor's power according to the crank rotation speed.

[0003] Examples of generic bicycle steering systems are disclosed in the publications DE 10 2015 118 150 A1, DE 21 2013 000 092 U1, US 2006 / 0 095 191 A1, US 2011 / 0 048 830 A1, JP H10 - 59 262 A, JP 2005 - 335 534 A, DE 10 2014 115 716 A1 and DE 10 2015 015 506 A1.

[0004] There is a need for a bicycle control system that is designed to control the motor in a suitable manner, even when the bicycle's riding environment changes.

[0005] The object of the present invention is to provide a bicycle control system designed to control a motor according to the riding environment of a bicycle.

[0006] The problem is solved in each case with a bicycle control system according to claims 1, 4, 23, 28, 35 and 36. Advantageous further developments are described in the dependent claims.

[0007] According to the present invention, a bicycle controller includes a control unit configured to control a motor that assists the propulsion of a bicycle according to the manual driving force. The control unit modifies the motor's response speed in response to changes in the manual driving force according to the bicycle's lean angle. The bicycle's lean angle reflects the gradient of the road surface. The road surface is an example of a bicycle's riding environment. With the bicycle controller according to the present invention, the motor's response speed is modified in response to changes in the manual driving force according to the bicycle's lean angle. This allows the motor to be controlled according to the bicycle's riding environment.

[0008] According to a preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit changes the response speed when the manual driving force decreases. The manual driving force is at its maximum when the crank's rotation angle reaches an intermediate angle between top dead center and bottom dead center, and decreases as the crank's rotation angle approaches top dead center or bottom dead center from this intermediate angle. With the bicycle control unit configured according to this aspect, the response speed is changed when the manual driving force decreases. Thus, as the crank's rotation angle approaches top dead center or bottom dead center from this intermediate angle, the motor can be controlled according to the bicycle's riding environment.

[0009] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit reduces the response speed when the bicycle's lean angle increases on an incline. With this aspect of the bicycle control unit, the motor's response speed is reduced when the bicycle's lean angle increases on an incline. This limits the reduction in motor power when the crank's angle of rotation shifts from the intermediate angle to top dead center or bottom dead center. In this way, the bicycle's propulsion is assisted in a manner suitable for inclines where the rider's workload is high.

[0010] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit increases the response speed when the bicycle's lean angle increases on a downhill slope. With this aspect of the bicycle control unit, the motor power can be readily reduced when the manual driving force decreases as the bicycle's lean angle increases on a downhill slope. In this way, the bicycle's propulsion is assisted in a manner suitable for downhill slopes where the rider's effort is minimal.

[0011] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit changes the response speed in a case where the manual driving force increases. With the bicycle control unit according to this aspect, the response speed is changed in a case where the manual driving force increases. This allows the motor to be controlled according to the riding environment of the bicycle in a case where the rotation angle of the crank shifts from top dead center or bottom dead center to an intermediate angle.

[0012] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit increases the response speed when the bicycle's lean angle increases on an incline. With this aspect of the bicycle control unit, the response speed is increased when the bicycle's lean angle increases on an incline. Thus, the motor's power increases rapidly when the crank's angle of rotation shifts from top dead center or bottom dead center to an intermediate angle. In this way, the bicycle's propulsion is assisted in a manner suitable for downhill sections where the rider's workload is high.

[0013] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit reduces the response speed in a case where the lean angle of the bicycle increases when going downhill. With the bicycle control unit according to this aspect, the response speed is reduced in a case where the lean angle of the bicycle increases when going downhill.

[0014] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit changes the response speed incrementally according to the tilt angle of the bicycle. With a bicycle control unit according to this aspect, the process of changing the response speed can be simplified compared to a case in which the response speed is continuously changed according to the tilt angle of the bicycle.

[0015] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit sets the response speed in a case where the lean angle of the bicycle on an incline is greater than or equal to a first angle. With the bicycle control unit according to this aspect, the response speed is set in a case where the lean angle of the bicycle on an incline is greater than or equal to a first angle. This reduces the load associated with the process of changing the response speed according to the lean angle of the bicycle.

[0016] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit determines the response speed in a case where the incline angle of the bicycle on a slope is greater than or equal to a second angle. With the bicycle control unit according to this aspect, the load associated with the process of changing the response speed according to the incline angle of the bicycle is reduced so that it does not become excessive.

[0017] According to a further preferred aspect of the present invention, the bicycle control system can be configured such that the control unit adjusts the response speed for a case in which the bicycle's speed is less than or equal to a first speed in such a way as to differ from the response speed for a case in which the bicycle's speed exceeds the first speed. With the bicycle control system according to this aspect, the bicycle's propulsion is assisted in a manner suitable for the vehicle speed in both cases where the vehicle speed is less than or equal to a first speed and cases where the vehicle speed exceeds the first speed.

[0018] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit changes the response speed according to a change in the inclination angle of the bicycle. With the bicycle control unit according to this aspect, the propulsion of the bicycle is supported in a manner suitable for situations where the inclination angle of the road surface changes.

[0019] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that, as the rate of increase of the bicycle's incline increases on a slope, the control unit increases its response speed in a case where the manual driving force increases. With the bicycle control unit according to this aspect, the motor's power output can be controlled according to the rider's pedaling behavior on a slope where the incline gradually increases.

[0020] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that, when the inclination angle of the bicycle changes during a first period from an angle corresponding to an incline to a third angle or greater (in the case of a decline), the control unit reduces the response speed in a case where the manual driving force increases. With the bicycle control unit according to this aspect, the propulsion of the bicycle can be assisted in a manner suitable for the road surface in a case where the road surface changes from an incline to a decline greater than or equal to the third angle.

[0021] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit changes the response speed according to the rotational speed of a crank of the bicycle. With the bicycle control unit according to this aspect, the motor power can be controlled according to the pedaling behavior of the rider.

[0022] According to a further preferred aspect of the present invention, the bicycle control system can be configured such that the control unit is designed to control the motor in a first mode that reduces the response speed when the crank rotation speed increases. With the bicycle control system according to this aspect, in the first mode, the motor power is readily reduced when the manual driving force decreases in a case where the crank rotation speed is low while the bicycle is in motion. This allows the rider to easily control the bicycle. Furthermore, wheel spin is limited when the bicycle starts moving. Due to the motor control in the first mode, the rider can easily ride the bicycle off-road, particularly on uneven surfaces.

[0023] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit sets the response speed in the first mode when the crank rotation speed is higher than or equal to a first speed. With the bicycle control unit according to this aspect, the response speed is set in the first mode when the crank rotation speed is higher than or equal to a first speed. This reduces the load associated with the process of changing the response speed according to the crank rotation speed.

[0024] According to a further preferred aspect of the present invention, the bicycle control unit can be configured to control the motor in a second mode, which increases the response speed when the crank rotation speed increases. With the bicycle control unit according to this aspect, a reduction in motor power is limited in the second mode when the manual driving force decreases while the bicycle is in motion and the crank rotation speed is low. This reduces interference with the assistance provided by the motor. Due to the motor control in the second mode, the rider can easily ride the bicycle on the road, particularly on a level surface.

[0025] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit sets the response speed in the second mode when the crank rotation speed is higher than or equal to a second speed. With the bicycle control unit according to this aspect, the response speed is set in the second mode when the crank rotation speed is higher than or equal to a second speed. This reduces the load associated with the process of changing the response speed according to the crank rotation speed.

[0026] According to a further preferred aspect of the present invention, the bicycle control unit can be configured to operate the motor in a second mode, which increases the response speed when the crank rotation speed increases. With this aspect of the bicycle control, a reduction in motor power is limited when the manual driving force decreases while the bicycle is in motion and the crank rotation speed is low. This reduces interference with the assistance provided by the motor. Due to the motor control in the second mode, the rider can easily operate the bicycle, particularly on the road.

[0027] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit sets the response speed in the second mode when the crank rotation speed is higher than or equal to a second speed. With the bicycle control unit according to this aspect, the response speed is set in the second mode when the crank rotation speed is higher than or equal to a second speed. This reduces the load associated with the process of changing the response speed according to the crank rotation speed.

[0028] According to a further preferred aspect of the present invention, the bicycle control system can be configured such that the control unit is designed to switch between the first mode and the second mode according to the actuation of an actuating unit configured to communicate with the control unit. With the bicycle control system according to this aspect, the rider can choose to switch between the first mode and the second mode.

[0029] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit modifies the response speed using a low-pass filter. With the bicycle control unit according to this aspect, the response speed is modified by the low-pass filter. This allows the response speed to be changed through a simple process.

[0030] According to the present invention, a bicycle control unit comprises a control unit configured to control a motor that assists the propulsion of a bicycle in accordance with the actuation of an actuating unit provided on the bicycle. The control unit varies the rate of increase of an output torque of the motor according to at least one of the bicycle's lean angles and a change in the amount of the lean angle. With such a bicycle control unit according to the present invention, in a case where the motor is controlled according to the actuation of the actuating unit, the motor can be controlled such that the rate of increase of the output torque of the motor is suitable for at least one of the bicycle's lean angles and the change in the lean angle.

[0031] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit increases the rate of increase of the motor's output torque when the bicycle's lean angle increases on an incline. With the bicycle control unit according to this aspect, the motor's output torque increases rapidly when the bicycle's lean angle increases on an incline.

[0032] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that it reduces the rate of increase of the motor's output torque when the bicycle's lean angle increases on a downhill slope. Thus, according to this further preferred aspect, the bicycle control unit limits increases in the motor's output torque when the bicycle's lean angle increases on a downhill slope.

[0033] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit increases the rate of increase of the motor's output torque when the rate of increase of the bicycle's incline angle increases on a slope. With the bicycle control unit according to this aspect, the motor's output torque can be rapidly increased when the bicycle is traveling on an uphill road with a gradually increasing gradient.

[0034] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that it reduces the rate of increase of the motor's output torque when the rate of increase of the bicycle's incline angle increases on a downhill slope. With this aspect of the bicycle control unit, increases in the motor's output torque are limited when the bicycle is traveling on a descending road with a gradually increasing gradient.

[0035] According to the present invention, a bicycle controller includes a control unit configured to control a motor that assists the propulsion of a bicycle. The control unit regulates the output torque of the motor so that it is less than or equal to a predetermined torque. The predetermined torque is varied according to the inclination angle of the bicycle. With such a bicycle controller according to the present invention, the motor is controlled so that the output torque is suitable for the inclination angle.

[0036] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the predetermined torque includes a first torque. The control unit is configured to control the motor according to the manual driving force. The control unit regulates the output torque of the motor so that it is less than or equal to the first torque when the control unit is driving the motor according to the manual driving force. The first torque is varied according to the inclination angle of the bicycle. With the bicycle control unit according to this aspect, the motor is controlled so that the output torque is less than or equal to the first torque and is suitable for the inclination angle.

[0037] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit increases the initial torque when the incline of the bicycle increases on an incline. With the bicycle control unit according to this aspect, the control unit increases the initial torque when the incline of the bicycle increases on an incline.

[0038] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the predetermined torque includes a second torque. The control unit is configured to control the motor according to the actuation of an actuating unit provided on the bicycle. The control unit regulates the output torque of the motor so that it is less than or equal to the second torque when the control unit is controlling the motor according to the actuating unit. The second torque is varied according to the inclination angle of the bicycle. With the bicycle control unit according to this aspect, in a case where the motor is controlled according to the actuating unit, the motor is controlled so that the output torque is less than or equal to the second torque and is suitable for the inclination angle.

[0039] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit increases the second torque when the incline of the bicycle increases on an incline. With the bicycle control unit according to this aspect, the output torque of the motor can be increased when the incline of the bicycle increases on an incline.

[0040] According to a further preferred aspect of the present invention, the bicycle control unit can also include a tilt detector that detects the tilt angle of the bicycle. With the bicycle control unit according to this aspect, the tilt detector can detect the tilt angle of the bicycle.

[0041] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit calculates the tilt angle based on the manual driving force and the rotational speed of a crank of the bicycle. With the bicycle control unit according to this aspect, the control unit calculates the tilt angle based on the manual driving force and the rotational speed of the crank. Thus, in addition to a sensor that detects the manual driving force and the sensor that detects the crank rotational speed, there is no need for a separate sensor that detects the tilt angle.

[0042] According to the present invention, a bicycle controller includes a control unit configured to control a motor that assists the propulsion of a bicycle in accordance with the manual driving force. The control unit adjusts the response speed of the motor to changes in the manual driving force for cases where the bicycle's speed is less than or equal to a first speed, such that it differs from the response speed for cases where the bicycle's speed exceeds the first speed.With such a bicycle control system according to the present invention, the motor can be controlled with a response speed that is suitable for a case in which the vehicle speed of the bicycle is less than or equal to a first speed, and for a case in which the vehicle speed of the bicycle exceeds the first speed.

[0043] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit sets the response speed higher when the bicycle's speed is less than or equal to the first speed than when the bicycle's speed exceeds the first speed. With this aspect of the bicycle control unit, the motor's power can be increased rapidly when the motor's power is increased, even when the bicycle's speed is less than or equal to the first speed.

[0044] According to the present invention, a bicycle controller includes a control unit configured to control a motor that assists the propulsion of a bicycle in accordance with the manual drive force. The control unit adjusts the motor's response speed to changes in the manual drive force input for the bicycle within a predetermined period, from the time the bicycle begins to move, such that this response speed differs from the response speed after the predetermined period has elapsed. With such a bicycle controller according to the present invention, the motor can be controlled with a response speed suitable both within a predetermined period, from the time the bicycle begins to move, and after the predetermined period has elapsed.

[0045] According to a further preferred aspect of the present invention, the bicycle control unit can be configured such that the control unit adjusts the response speed within the predetermined time period, from the time the bicycle begins to move, to be higher than the response speed after the predetermined time period has elapsed. With the bicycle control unit according to this aspect, the motor's power can be increased rapidly if the motor's power is increased within a predetermined time period from the time the bicycle begins to move.

[0046] Advantageously, the bicycle control system according to the present invention is designed to control a motor according to the riding environment of a bicycle.

[0047] In the following, embodiments of the present invention are described with reference to the drawings, wherein Fig. 1 a block diagram according to the electrical structure of a bicycle, containing a first embodiment of a bicycle control system; Fig. 2 a flowchart of a motor control system, executed by a control unit, in a first embodiment; Fig. 3 a graphical representation according to the relationship between a time constant and a crank rotational speed with respect to an inclination angle in a first mode, set by the in Fig. The control unit shown in point 1 is; Fig. 4 a graphical representation according to the relationship between the time constant and the crank rotation speed with respect to the inclination angle in a second mode, set by the in Fig. The control unit shown in point 1 is; Fig. 5A to 5C timing diagrams according to an example of motor control in the first mode are; Fig. 6A to 6C timing diagrams according to an example of motor control in the second mode are; Fig. 7 a flowchart of an engine control, executed by the control unit, in a second embodiment; Fig. 8A to 8C are timing diagrams according to an example of motor control in a first mode of the second embodiment; Fig. 9A to 9C are timing diagrams according to an example of motor control in a second mode of the second embodiment; Fig. 10 a first flowchart of a motor control, executed by the control unit, in a third embodiment; Fig. 11 a second flowchart of the motor control, executed by the control unit, in a third embodiment; Fig. 12 a graphical representation according to the relationship of a first torque and the rotational speed of a crank, set by the control unit, in a fourth embodiment; Fig. 13 a flowchart of an engine control, executed by the control unit, in a fourth embodiment; Fig. 14 a first flowchart of an engine control, executed by the control unit, in a fifth embodiment; Fig. 15 a second flowchart of the motor control, executed by the control unit, in the fifth embodiment; Fig. 16 a timing diagram according to an example of the motor control in the fifth embodiment; Fig. 17 a flowchart of an engine control, executed by the control unit, in a seventh embodiment; Fig. 18 a flowchart of an engine control, executed by the control unit, in an eighth embodiment; Fig. 19 is a flowchart according to a first modified example of engine control; Fig. 20 is a flowchart according to a second modified example of engine control; Fig. 21 is a flowchart according to a third modified example of engine control; Fig. 22 is a flowchart according to a fourth modified example of engine control; Fig. 23 is a flowchart according to a fifth modified example of engine control; Fig. 24 a flowchart according to a sixth modified example of engine control is and Fig. 25 is a flowchart according to a seventh modified example of engine control.

[0048] Now, a bicycle, containing an embodiment of a bicycle steering system, is described with reference to Fig. 1 described.

[0049] A bicycle 10 contains a drive mechanism 12, an actuation unit 14, a battery 16, an auxiliary device 18 and a bicycle control 30. The bicycle 10 is, for example, a mountain bike, but can also be a road bike or a city bike.

[0050] The drive mechanism 12 includes a crank 12A and pedals 12D. The crank 12A includes a crankshaft 12B and crank arms 12C. The drive mechanism 12 transmits manual driving force applied to the pedals 12D to a rear wheel (not shown). The drive mechanism 12 is designed to transmit the rotation of the crank by, for example, a chain, a belt, or a shaft (none of which are shown). The drive mechanism 12 includes a front rotating body (not shown) connected to the crankshaft 12B via a freewheel clutch (not shown). The freewheel clutch is designed to rotate the front rotating body forward when the crank 12A is turned forward and to limit the reverse rotation of the front rotating body when the crank 12A is turned backward. The front rotating body includes a sprocket, a pulley, or a bevel gear (none of which are shown).The front rotating body can be connected to the crankshaft 12B without the freewheel clutch.

[0051] The actuation unit 14 is provided on the bicycle 10. The actuation unit 14 is designed to communicate with a control unit 32 of the bicycle controller 30 via a wired or wireless connection. The actuation unit 14 includes, for example, an actuation component, a sensor that detects the movement of the actuation component, and an electronic circuit that executes the communication with the control unit 32 according to the sensor's output signal. The actuation unit 14 includes one or more actuation components that change the driving modes of the motor 22. The actuation components include a push-button switch, a lever switch, and a touchscreen. When a rider actuates the actuation unit 14, the actuation unit 14 transmits a switching signal to the control unit 32, which switches the driving modes of the bicycle 10. The driving modes include a first mode and a second mode.The first mode is suitable for uneven gravel roads. The second mode is suitable for smooth roads.

[0052] The battery 16 contains one or more battery cells. The battery cells contain rechargeable batteries. The battery 16 is electrically connected to a motor 22 of the auxiliary device 18 to supply energy to the motor 22. The battery 16 supplies energy to the bicycle controller 30 and other electronic components that are mounted on the bicycle 10 and electrically connected to the battery 16 via wires.

[0053] The auxiliary device 18 includes a driver circuit 20 and the motor 22. The driver circuit 20 controls the power supplied to the motor 22 by the battery 16. The motor 22 assists the propulsion of the bicycle 10. The motor 22 is an electric motor. The motor 22 is designed to transmit rotation to a manual drive force transmission path that runs from the pedals 12D to a rear wheel (not shown) or a front wheel (not shown). The motor 22 is mounted on a frame (not shown), the rear wheel, or the front wheel of the bicycle 10. In one example, the motor 22 is connected to a power transmission path that runs from the crankshaft 12B to a front rotating body.The power transmission path from the motor 22 to the crankshaft 12B preferably includes a freewheel clutch (not shown) designed such that the crank torque generated by the rotation of the crankshaft 12B to propel the bicycle forward does not affect the rotation generated by the motor 22. The auxiliary device 18 may include a reduction gear that reduces the rotational speed generated by the motor 22 before the rotation is output.

[0054] The bicycle controller 30 contains the control unit 32. In one example, the bicycle controller 30 also contains a memory 34, an inclination detector 36, a torque sensor 38, and a rotation angle sensor 40. The control unit 32 contains a processor that executes predefined control programs. The processor contains, for example, a central processing unit (CPU) or a microprocessor unit (MPU). The memory 34 stores information that is used for different control programs and different control processes. The memory 34 contains, for example, non-volatile memory and volatile memory.

[0055] The tilt detector 36 detects the tilt angle D of the bicycle 10. The tilt detector 36 is configured to communicate with the control unit 32 via a wired or wireless connection. The tilt detector 36 includes a three-axis gyroscope 36A and a three-axis accelerometer 36B. The output of the tilt detector 36 contains information relating to the attitude angle on each of the three axes and the acceleration on each of the three axes. The three attitude angles include a pitch angle DA, a roll angle DB, and a yaw angle DC. Preferably, the three axes of the gyroscope 36A coincide with the three axes of the accelerometer 36B. The tilt detector 36 corrects the output of the gyroscope 36A according to the output of the accelerometer 36B and sends a signal to the control unit 32 corresponding to the tilt angle D of the bicycle 10.The tilt angle D of bicycle 10 is the absolute value of the pitch angle DA. When bicycle 10 is traveling uphill, the pitch angle DA is positive. Increasing the tilt angle D when bicycle 10 is on an incline increases the pitch angle DA. When bicycle 10 is traveling downhill, the pitch angle DA is negative. Increasing the tilt angle D when bicycle 10 is on a downhill decreases the pitch angle DA. The auxiliary device 18 can include a single-axis accelerometer or a dual-axis accelerometer instead of the gyroscope 36A and accelerometer 36B.

[0056] The torque sensor 38 outputs a signal corresponding to the manual driving force T. The torque sensor 38 detects the manual driving force T applied to the crankshaft 12B. The torque sensor 38 can be located between the crankshaft 12B and the front rotating body (not shown). Alternatively, the torque sensor 38 can be located on the crankshaft 12B or the front sprocket. As another option, the torque sensor 38 can be located on the crank arms 12C or the pedals 12D. The torque sensor 38 can be implemented, for example, with a strain sensor, a magnetostrictive sensor, an optical sensor, a pressure sensor, or the like. Any sensor can be used as the torque sensor 38, as long as the sensor outputs a signal corresponding to the manual driving force T applied to the crank arms 12C or the pedals 12D.

[0057] The rotation angle sensor 40 detects a crank rotation speed N and a rotation angle of the crank 12A. The rotation angle sensor 40 is attached to the frame (not shown) of the bicycle 10 or to a housing (not shown) of the auxiliary device 18. The rotation angle sensor 40 comprises a first element 40A and a second element 40B. The first element 40A detects the magnetic field of a first magnet M1. The second element 40B outputs a signal corresponding to the positional relationship to a second magnet M2. The first magnet M1 is located on the crank shaft 12B or the crank arms 12C and is coaxial with the crank shaft 12B. The first magnet M1 is a ring magnet in which several magnetic poles are arranged alternately in the circumferential direction. The first element 40A detects the rotation angle of the crank 12A relative to the frame. The first element 40A outputs a signal when the crank 12A completes a single rotation.A single cycle of the signal corresponds to the angle obtained by dividing 360 degrees by the number of magnetic poles with the same polarity. The minimum value of the rotation angle of the crank 12A detectable by the rotation angle sensor 40 is 180 degrees or less, preferably 15 degrees and more preferably 6 degrees. The second magnet M2 is arranged on the crank shaft 12B or the crank arms 12C. The second element 40B detects a reference angle of the crank 12A with respect to the frame (e.g., top dead center or bottom dead center of the crank 12A). The second element 40B outputs a signal, one cycle of which is a rotation of the crank shaft 12B. Instead of the first element 40A and the second element 40B, the rotation angle sensor 40 can include a magnetic sensor that outputs a signal according to the intensity of the magnetic field.In this case, instead of the first magnet M1 and the second magnet M2, a ring magnet, whose magnetic field intensity varies in the circumferential direction, is arranged coaxially with the crankshaft 12B. The use of the magnetic sensor, which outputs a signal corresponding to the magnetic field intensity, allows the detection of the crank rotation speed N and the rotation angle of the crank 12A with a single sensor. This simplifies the design and facilitates assembly. The control unit 32 controls the motor 22 according to the manual drive force T.

[0058] The control unit 32 uses a low-pass filter 52 to change the response speed of the motor 22 in response to changes in the manual drive force T. The control unit 32 changes the response speed of the motor 22 when the manual drive force T decreases. The response speed of the motor 22 in a case where the manual drive force T decreases is referred to as the response speed R.

[0059] The control unit 32 changes the response speed R according to the tilt angle D of the bicycle 10. The control unit 32 changes the response speed R in steps according to the tilt angle D of the bicycle 10. Furthermore, the control unit 32 changes the response speed R according to the crank rotation speed N. The control unit 32 is designed to switch between the first mode and the second mode according to the actuation of the actuating unit 14. The first mode and the second mode differ from each other with respect to the response speed R with respect to the tilt angle D and the crank rotation speed N.

[0060] If the inclination angle D of the bicycle 10 increases on a downhill slope, the control unit 32 reduces the response speed R of the motor 22, according to the fourth modified example. If the inclination angle D of the bicycle 10 becomes greater than or equal to a first angle D1 on an uphill slope, the control unit 32 sets the response speed R. Specifically, in the first mode, the control unit 32 reduces the response speed of the motor 22 if the inclination angle D of the bicycle 10 increases on an uphill slope. Furthermore, in the first mode, the control unit 32 sets the response speed R if the inclination angle D of the bicycle 10 becomes greater than or equal to the first angle D1 on an uphill slope. In the second mode, the control unit 32 reduces the response speed of the motor 22 if the inclination angle D of the bicycle 10 increases on an uphill slope.

[0061] When the lean angle D of the bicycle 10 increases on a downhill slope, the control unit 32 increases the response speed R. If the lean angle D of the bicycle 10 on a downhill slope becomes greater than or equal to a second angle D2, the control unit 32 sets the response speed R. Specifically, in the second mode, the control unit 32 increases the response speed R when the lean angle D of the bicycle 10 increases on a downhill slope. Furthermore, in the second mode, the control unit 32 sets the response speed R when the lean angle D of the bicycle 10 on a downhill slope becomes greater than or equal to the second angle D2. In the first mode, the control unit 32 can also increase the response speed R when the lean angle D of the bicycle 10 increases on a downhill slope, and set the response speed R when the lean angle D of the bicycle 10 on a downhill slope becomes greater than or equal to the second angle D2.

[0062] The control unit 32 is configured to control the motor 22 in the first mode, which decreases the response speed R when the crankshaft rotation speed N increases. Furthermore, in the first mode, the control unit 32 sets the response speed R when the crankshaft rotation speed N becomes higher than or equal to a first speed N1. The control unit 32 is also configured to control the motor 22 in the second mode, which increases the response speed R when the crankshaft rotation speed N increases. Furthermore, in the second mode, the control unit 32 sets the response speed R when the crankshaft rotation speed N becomes higher than or equal to a second speed N2.

[0063] The control unit 32 contains a mode switching unit 42, a calculation unit for the manual drive force 44, an increase / decrease determination unit 46, a correction unit 48, and a power calculation unit 50. The processor of the control unit 32 executes programs in such a way that it functions as the mode switching unit 42, the calculation unit for the manual drive force 44, the increase / decrease determination unit 46, the correction unit 48, and the power calculation unit 50.

[0064] The mode switching unit 42 switches the riding mode of the bicycle 10 based on a switching signal from the actuation unit 14. If the mode switching unit 42 receives a switching signal from the actuation unit 14 to switch the riding mode to the first mode, it transmits a signal to the correction unit 48 to set a first map corresponding to the first mode, which is stored in memory 34. If the mode switching unit 42 receives a switching signal from the actuation unit 14 to switch the riding mode to the second mode, it transmits a signal to the correction unit 48 to set a second map corresponding to the second mode, which is stored in memory 34.

[0065] The calculation unit for the manual drive force 44 calculates the manual drive force T based on the output from the torque sensor 38.

[0066] The increase-decrease determination unit 46 determines whether the manual driving force T increases or decreases. For example, the increase-decrease determination unit 46 determines whether the manual driving force T in the current calculation cycle has increased or decreased compared to the manual driving force T of the previous calculation cycle.

[0067] The correction unit 48 contains the low-pass filter 52 and a response speed adjustment unit 54. The correction unit 48 corrects the manual drive force T.

[0068] The low-pass filter 52 is a linear low-pass filter. It uses a time constant K to correct the manual drive force T to a corrected drive force TX. Increasing the time constant K reduces the response speed R and delays the change in the corrected drive force TX relative to the manual drive force T.

[0069] The response speed adjustment unit 54 sets the time constant K used by the low-pass filter 52. The response speed adjustment unit 54 sets the time constant K based on the first or second map set by the mode switching unit 42, the tilt angle D, and the crank rotation speed N.

[0070] The power calculation unit 50 calculates the power of the motor 22 (hereinafter referred to as "the motor power TM") based on the manual drive force T. The power calculation unit 50 calculates the motor power TM as, for example, at least one of the motor torque and the motor rotational speed. The power calculation unit 50 selects the manual drive force T or the corrected drive force TX based on the determination result of the increase-decrease determination unit 46 and the comparison result of the manual drive force T and the corrected drive force TX. Then, the power calculation unit 50 calculates the motor power TM based on the selected manual drive force T or corrected drive force TX.Specifically, in a case where the manual driving force T decreases, the power calculation unit 50 calculates the motor power TM by multiplying the corrected driving force TX by a predetermined value. In a case where the manual driving force T increases and is less than the corrected driving force TX, the power calculation unit 50 calculates the motor power TM by multiplying the corrected driving force TX by a predetermined value.

[0071] In a case where the manual drive force T increases and is greater than or equal to the corrected drive force TX, the power calculation unit 50 calculates the motor power TM by multiplying the manual drive force T by a predetermined value. The predetermined value is modified according to the driving mode. The ratio of motor power TM to manual drive force T differs between the driving modes. The driver switches the driving mode by actuating the actuation unit 14. The control unit 32 sends a control signal to the driver circuit 20 based on the calculated motor power TM.

[0072] Now, the motor control executed by control unit 32 is described with reference to Fig. 2 described. While the control unit 32 is powered, the motor control is executed in predetermined cycles. In step S11, the control unit 32 calculates the manual drive force T. In step S12, the control unit 32 determines whether the current driving mode is the first mode or not. If the control unit 32 determines that the driving mode is the first mode, the control unit 32 proceeds to step S13. In step S13, the control unit 32 calculates the corrected drive force TX based on the first map, the tilt angle D, the crank rotation speed N, and the manual drive force T. Then the control unit 32 proceeds to step S14. In step S14, the control unit 32 determines whether the manual drive force T decreases or not.For example, if the manual driving force T in the current calculation cycle is smaller than the manual driving force T in the previous calculation cycle, the control unit 32 determines that the manual driving force T is reduced.

[0073] If, in step S14, control unit 32 determines that the manual drive force T decreases, it proceeds to step S15 and calculates the motor power TM based on the corrected drive force TX calculated in step S13. Control unit 32 then proceeds to step S16. In step S16, control unit 32 controls motor 22 based on the motor power TM. After a predetermined cycle, control unit 32 restarts the process from step S11.

[0074] In a case where the first mode is selected and the crank rotation speed N does not change, the response speed R decreases when the incline angle D increases on a gradient. In a case where the first mode is selected and the incline angle D on a gradient is greater than or equal to the first angle D1, the response speed R is set to a first value R1. In a case where the first mode is selected and the incline angle D does not change, the response speed R decreases when the crank rotation speed N increases. In a case where the first mode is selected and the crank rotation speed N is greater than or equal to the first speed N1, the response speed R is fixed.

[0075] With reference to Fig. 3. In the first diagram, the time constant K for a given crank rotation speed N increases when the pitch angle DA increases. Thus, in the first diagram, when the inclination angle D increases on a gradient, the time constant K for a given crank rotation speed N increases, and the response speed R decreases.

[0076] In Fig. Figure 3 shows a first line L11, which represents the relationship between the crank rotation speed N and the time constant K in a case where the pitch angle DA is a first pitch angle DA1. The first line L11 is the solid line. A second line L12 shows the relationship between the crank rotation speed N and the time constant K in a case where the pitch angle DA is a second pitch angle DA2. The second line L12 is the dotted line. A third line L13 shows the relationship between the crank rotation speed N and the time constant K in a case where the pitch angle DA is a third pitch angle DA3. The third line L13 is the dashed line. The first pitch angle DA1, the second pitch angle DA2, and the third pitch angle DA3 are related by DA1 > DA2 > DA3. The first pitch angle DA1, which is a positive value, is the pitch angle DA of bicycle 10 corresponding to a road gradient of 10%.In a case where the pitch angle DA is the first pitch angle DA1, the incline angle D of bicycle 10 on a slope is the first angle D1. In an 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.

[0077] In the first diagram, the time constant K is constant when the pitch angle DA is greater than or equal to the first pitch angle DA1. As shown by the first line L11, when the pitch angle DA is the first pitch angle DA1, a first predetermined value K1 is selected as the time constant K regardless of the crank rotation speed N. In the first diagram, the time constant K increases when the crank rotation speed N increases if the pitch angle DA is less than the first pitch angle DA1. Furthermore, in the first diagram, the time constant K is constant when the crank rotation speed N becomes greater than or equal to the first speed N1 if the pitch angle DA is less than the first pitch angle DA1.In one example, in a case where the crank rotational speed N becomes higher than or equal to the first speed N1 when the pitch angle DA is smaller than the first pitch angle DA1, the time constant K is equal to the time constant K1, which is true for a case where the pitch angle DA is greater than or equal to the first pitch angle DA1.

[0078] As shown by the second line L12, if the pitch angle DA is the second pitch angle DA2, the time constant K increases linearly as the crank rotation speed N increases, and the time constant K is set to the first predetermined value K1 when the crank rotation speed N becomes higher than or equal to the first speed N1. As shown by the third line L13, if the pitch angle DA is the third pitch angle DA3, the time constant K increases linearly as the crank rotation speed N increases, and the time constant is set to the first predetermined value K1 when the crank rotation speed N becomes higher than or equal to the first speed N1.If the pitch angle DA is the third pitch angle DA3 and the crank rotation speed N is smaller than the first speed N1, provided that the crank rotation speed N is the same, the time constant K is smaller than that for a case in which the pitch angle DA is the second pitch angle DA2.

[0079] In the first diagram, the relationship between the crank rotation speed N and the time constant K is predefined using a first calculation equation in cases where the crank rotation speed N is less than or equal to the first speed N1. This first calculation equation includes a coefficient determined according to the inclination angle D. For example, the first calculation equation is shown below with equation (1). K=(4×A1×N)+(L1×A2)

[0080] In equation (1), “L1” represents a constant, “N” represents the crank rotational speed N, “A1” represents a coefficient determined according to the inclination angle D, and “A2” represents a coefficient determined according to the inclination angle D. Furthermore, “A1” is adjusted to decrease as the inclination angle D increases, and “A2” is adjusted to increase as the inclination angle D increases. Table 1 shows an example of the relationship between “A1” and “A2” with respect to the inclination angle D. Table 1 Nickwinkel Fahrbahn Neigungswinkel Gradient A1 A2 1. Nickwinkel DA1 +5,7° Steigung 5,7° +10% 0 2 2. Nickwinkel DA2 +2,8° Steigung 2,8° +5% 0,5 1,0 3. Nickwinkel DA3 0° 0° 0% 1,0 0

[0081] As in Fig. As shown in Figure 2, if the control unit 32 determines in step S12 that the current driving mode is not the first mode, i.e., that the current mode is the second mode, the control unit 32 proceeds to step S17. In step S17, the control unit 32 calculates the corrected drive force TX based on the second map, the tilt angle D, the crank rotation speed N, and the manual drive force T. Then the control unit 32 proceeds to step S14.

[0082] In step S14, the control unit 32 determines whether the manual drive force T decreases or not. If the control unit 32 determines in step S14 that the manual drive force T decreases, it calculates the motor power TM in step S15 based on the corrected drive force TX calculated in step S17 and proceeds to step S16. In step S16, the control unit 32 controls the motor 22 based on the motor power TM. Then, after a predetermined cycle, the control unit 32 restarts the process from step S11.

[0083] In a case where the second mode is selected and the crank rotation speed N remains constant, the response speed R increases when the incline angle D increases on a slope. In a case where the second mode is selected and the incline angle D is less than or equal to the second angle D2 on a slope, the response speed R is a second value R2. The response speed R is highest when it is the second value R2. For example, the second value R2 is equal to the response speed R when the manual drive force T increases. In a case where the second mode is selected and the incline angle D remains constant, the response speed R increases when the crank rotation speed N increases.In a case where the second mode is selected and the crank rotation speed N is higher than or equal to the second speed N2, the response speed R is fixed.

[0084] As in Fig. As shown in Figure 4, the time constant K for a given crank rotation speed N increases when the pitch angle DA increases. Conversely, when the inclination angle D increases on a slope, the time constant K for a given crank rotation speed N decreases. This, in turn, reduces the response speed R.

[0085] In Fig. Figure 4 shows the relationship between the crank rotation speed N and the time constant K in a case where the pitch angle DA is a fourth pitch angle DA4. The first line L21 is the solid line. A second line L22 shows the relationship between the crank rotation speed N and the time constant K in a case where the pitch angle DA is a fifth pitch angle DA5. The second line L22 is the single dashed line. A third line L23 shows the relationship between the crank rotation speed N and the time constant K in a case where the pitch angle DA is a sixth pitch angle DA6. The third line L23 is the dashed line. A fourth line L24 shows the relationship between the crank rotation speed N and the time constant K in a case where the pitch angle DA is a seventh pitch angle DA7. The fourth line L24 is the dotted line.A fifth line, L25, indicates the relationship between the crank rotational speed N and the time constant K in a case where the pitch angle DA is an eighth pitch angle DA8. The fifth line, L25, is the double-dashed 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 the relationship DA4 <DA5<DA6<DA7<DA8. Der vierte Nickwinkel DA4, welcher ein negativer Wert ist, ist der Nickwinkel DA des Fahrrads 10, der einem Fahrbahngradienten von beispielsweise minus 10 % entspricht. Ist der Nickwinkel DA der vierte Nickwinkel DA4, ist der Neigungswinkel D des Fahrrads 10 bei einem Gefälle der zweite Winkel D2. In einem Beispiel beträgt der vierte Nickwinkel DA4 -5,7 Grad, beträgt der fünfte Nickwinkel DA5 -2,8 Grad, beträgt der sechste Nickwinkel DA6 null Grad, beträgt der siebente Nickwinkel DA7 +2,8 Grad und beträgt der achte Nickwinkel DA8 +5,7 Grad.

[0086] In the second chart, the time constant K is constant when the pitch angle DA is less than or equal to the fourth pitch angle DA4. As shown with the first line L21, in a case where the pitch angle DA is the fourth pitch angle DA4, a second predetermined value K2 is selected as the time constant K, irrespective of the crank rotation speed N. The second predetermined value K2 is, for example, 0. In the second chart, the time constant K decreases when the crank rotation speed N increases if the pitch angle DA is greater than the fourth pitch angle DA4. Furthermore, in the second chart, the time constant K is constant if the crank rotation speed N becomes greater than or equal to the second speed N2 if the pitch angle DA is greater than the fourth pitch angle DA4.In one example, in a case where the crank rotational speed N becomes higher than or equal to the second speed N2 when the pitch angle DA is greater than the fourth pitch angle DA4, the time constant K is equal to the time constant K2 for a case where the pitch angle DA is less than or equal to the fourth pitch angle DA4.

[0087] As shown with the second line L22, if the pitch angle DA is the fifth pitch angle DA5, the time constant K decreases exponentially as the crank rotation speed N increases, and the time constant K is set to the second predetermined value K2 when the crank rotation speed N becomes higher than or equal to the second speed N2.

[0088] As shown with the third line L23, if the pitch angle DA is the sixth pitch angle DA6, the time constant K decreases exponentially as the crank rotation speed N increases, and the time constant K is set to the second predetermined value K2 when the crank rotation speed N becomes greater than or equal to the second speed N2. If the pitch angle DA is the sixth pitch angle DA6 and the crank rotation speed N is less than the second speed N2, provided that the crank rotation speed N is the same, the time constant K is greater than that for the case where the pitch angle DA is the fifth pitch angle DA5.

[0089] As shown by the fourth line L24, if the pitch angle DA is the seventh pitch angle DA7, the time constant K decreases exponentially as the crank rotation speed N increases, and the time constant K is set to the second predetermined value K2 when the crank rotation speed N becomes greater than or equal to the second speed N2. If the pitch angle DA is the seventh pitch angle DA7 and the crank rotation speed N is less than the second speed N2, provided that the crank rotation speed N is the same, the time constant K is greater than that for a case where the pitch angle DA is the sixth pitch angle DA6.

[0090] As shown by the fifth line L25, if the pitch angle DA is the eighth pitch angle DA8, the time constant K decreases exponentially as the crank rotation speed N increases, and the time constant K is set to the second predetermined value K2 when the crank rotation speed N becomes greater than or equal to the second speed N2. If the pitch angle DA is the eighth pitch angle DA8 and the crank rotation speed N is less than the second speed N2, provided that the crank rotation speed N is the same, the time constant K is greater than that for a case where the pitch angle DA is the seventh pitch angle DA7.

[0091] In the second diagram, the relationship between the crank rotation speed N and the time constant K, when the crank rotation speed N is less than or equal to the second speed N2, is predefined using a second calculation equation. This second calculation equation includes a coefficient determined according to the pitch angle DA. The second calculation equation is, for example, shown below with equation (2). K=(L2×B) / 100 / Nx1000

[0092] In equation (2), “L2” represents a constant, “N” represents the crank rotational speed N, and “B” represents a coefficient determined according to the pitch angle DA. Furthermore, “B” is set to increase as the pitch angle DA increases. Table 2 shows an example of the relationship between “B” and the pitch angle DA. Table 2 Nickwinkel Fahrbahn Neigungswinkel Gradient B 4. Nickwinkel DA4 -5,7° Gefälle 5,7° -10% 0 5. Nickwinkel DA5 -2,8° Gefälle 2,8° -5% 0,5 6. Nickwinkel DA6 0° 0° 0% 1,0 7. Nickwinkel DA7 +2,8° Steigung 2,8° +5% 1,5 8. Nickwinkel DA8 +5,7° Steigung 5,7° +10% 2,0

[0093] As in Fig. As shown in Figure 2, if the control unit 32 determines in step S14 that the manual drive force T is not decreasing, the control unit 32 proceeds to step S18 and determines whether the manual drive force T is greater than the corrected drive force TX. If the control unit 32 determines in step S18 that the manual drive force T is greater than the corrected drive force TX, the control unit 32 proceeds to step S19 and calculates the motor power TM based on the manual drive force T. Then the control unit 32 proceeds to step S16. In step S16, the control unit 32 controls the motor 22 based on the motor power TM. Then, after a predetermined cycle, the control unit 32 restarts the process from step S11.

[0094] If, in step S18, the control unit 32 determines that the manual drive force T is less than or equal to the corrected drive force TX, the control unit 32 proceeds to step S15 and calculates the motor power TM based on the corrected drive force TX. Then, the control unit 32 proceeds to step S16. In step S16, the control unit 32 controls the motor 22 based on the motor power TM. Then, after a predetermined cycle, the control unit 32 restarts the process from step S11. In this way, during the period in which the manual drive force T increases, the control unit 32 controls the motor 22 based on the greater of the manual drive force T and the corrected drive force TX.

[0095] With reference to the Fig. Sections 5A to 5C now describe an example of motor control as it is executed in a case where the first mode is selected. Fig. Figure 5A shows the relationship between time and manual driving force T. Fig. Figure 5B shows the relationship between time and pitch angle DA. Fig. Figure 5C shows the relationship between time and engine power TM. Furthermore, the Fig. 5A to 5C describe a state in which the crank rotation speed N is constant when the bicycle is traveling at 10°. Fig. 5C, the solid line represents the motor power TM in a case where the inclination angle D changes when the bicycle travels at 10, and the double-dashed line represents the motor power TM in a case where the inclination angle D does not change when the bicycle travels at 10.

[0096] In the Fig. From 5A to 5C, during the period from time t10 to time t11, the pitch angle DA is greater than or equal to the first pitch angle DA1. During this period, in a case where the manual driving force T is greater than the corrected driving force TX, if the manual driving force T is increased, that is, if the crank arms are 12C (see Fig. 1) rotated from top dead center or bottom dead center towards an intermediate angle between top dead center and bottom dead center, the engine power TM changes at a rate of increase that is essentially equal to the rate of increase of the manual driving force T. If the manual driving force T is reduced, that is, the crank arms 12C (see Fig. 1) When rotated from an intermediate angle between top dead center and bottom dead center in the direction of top dead center or bottom dead center, the engine power TM is reduced at a rate of reduction that is more uniform than the rate of reduction of the manual driving force T.

[0097] At time t11, the pitch angle DA becomes less than or equal to the first pitch angle DA1, but greater than the second pitch angle DA2. Here, the control unit 32 reduces the time constant K according to the pitch angle DA. Thus, the rate of reduction of the corrected drive force TX becomes greater than the rate of reduction during the period from time t10 to t11, and the rate of reduction of the corrected drive force TX approaches the rate of reduction of the manual drive force T. Furthermore, the rate of reduction of the motor power TM approaches the rate of reduction of the manual drive force T. That is, the response speed R of the motor 22 is increased with respect to a change in the manual drive force T.In a case where the pitch angle DA remains less than or equal to the first pitch angle DA1 but greater than the second pitch angle DA2 when the manual driving force T decreases, the control unit 32 controls the motor 22 with a fixed response speed R.

[0098] At time t12, the pitch angle DA becomes less than or equal to the second pitch angle DA2, but greater than the third pitch angle DA3. Thus, the rate of reduction of the corrected thrust force TX becomes greater than the rate of reduction during the period from time t11 to time t12. Furthermore, the rate of reduction of the motor power TM approaches the rate of reduction of the manual thrust force T. That is, the response speed R of the motor 22 is increased with respect to the manual thrust force T. In a case where the pitch angle DA remains greater than or equal to the third pitch angle DA3 when the manual thrust force T is reduced, the control unit 32 controls the motor 22 with a fixed response speed R.

[0099] With reference to the Fig. Sections 6A to 6C now describe an example of motor control in a case where the second mode is selected. Fig. Figure 6A shows the relationship between time and manual driving force T. Fig. Figure 6B shows the relationship between time and pitch angle DA. Fig. Figure 6C shows the relationship between time and engine power TM. Furthermore, the Fig. 6A to 6C describe a state in which the crank rotation speed N is constant when the bicycle is moving at 10°. Fig. 6C, the solid line represents the motor power TM in a case where the inclination angle D changes when the bicycle travels at 10°, and the double-dashed line represents the motor power TM in a case where the inclination angle D does not change when the bicycle travels at 10°.

[0100] In the Fig. 6A to 6C, during the period from time t20 to t21, the pitch angle DA is less than or equal to the sixth pitch angle DA6, but greater than the fifth pitch angle DA5. During this period, if the manual driving force T is greater than the corrected driving force TX, increasing the manual driving force T will change the motor power TM at an increase rate essentially equal to the increase rate of the manual driving force T. If the manual driving force T is decreased, the motor power TM will decrease at a decrease rate more gradual than the decrease rate of the manual driving force T.

[0101] At time t21, the pitch angle DA becomes less than or equal to the fifth pitch angle DA5, but greater than the fourth pitch angle DA4. Here, the control unit 32 decreases the time constant K according to the pitch angle DA. Thus, the rate of reduction of the corrected drive force TX increases, and the rate of reduction of the corrected drive force TX approaches the rate of reduction of the manual drive force T. Furthermore, the rate of reduction of the motor power TM approaches the rate of reduction of the manual drive force T. That is, the response speed R of the motor 22 is increased with respect to a change in the manual drive force T. In a case where the pitch angle DA remains less than or equal to the fifth pitch angle DA5 and greater than the fourth pitch angle DA4 when the manual drive force decreases, the control unit 32 controls the motor 22 with a fixed response speed R.

[0102] At time t22, the pitch angle DA becomes less than or equal to the fourth pitch angle DA4. Here, the control unit 32 sets the time constant K to "0". Thus, the rate of reduction of the corrected drive force TX increases, and the rate of reduction of the corrected drive force TX becomes essentially equal to the rate of reduction of the manual drive force T. Furthermore, the rate of reduction of the motor power TM becomes essentially equal to the rate of reduction of the manual drive force T. That is, the response speed R of the motor 22 increases with respect to a change in the manual drive force T. In a case where the pitch angle DA remains less than or equal to the fourth pitch angle DA4, the control unit 32 controls the motor 22 with a fixed response speed R.

[0103] Now the advantages of the bicycle control system 30 will be described.

[0104] The bicycle control unit 30 maintains a high motor power output TM when the incline angle D is large on an incline. This reduces the effort required by the rider when cycling the bicycle 10 uphill. The bicycle control unit 30 also responsively adjusts the motor power output TM in response to changes in manual drive force T on a downhill slope or level terrain. This allows the rider to easily control the bicycle 10 while descending or cycling on level ground.

[0105] The force acting on the rear of the bicycle 10 when traveling off-road on an uneven incline is greater than when traveling on a level incline. In such a case, as long as the first mode is selected, the bicycle control 30 will function in such a way that the rider will hardly notice any lack of motor power TM.

[0106] With reference to the Fig. Sections 1 and 7 to 9 now describe a second embodiment of the bicycle control 30. The second embodiment of the bicycle control 30 is similar to the first embodiment of the bicycle control 30, except that the response speed Q of the motor 22 changes according to the inclination angle D, even in cases where the manual driving force T increases. The components, which are the same as the corresponding components of the first embodiment, bear the same reference numerals. Such components are not described in detail.

[0107] In a case where the manual driving force T increases, the control unit 32 changes the response speed of the motor 22. The response speed of the motor 22 in a case where the manual driving force T increases is referred to as the response speed Q. The control unit 32 can change the response speed Q incrementally according to the tilt angle D of the bicycle 10. Alternatively, the control unit 32 can change the response speed Q continuously according to the tilt angle D of the bicycle 10.

[0108] In a case where the incline angle D of the bicycle 10 increases on a downhill slope, the control unit 32 increases the response speed Q. In a case where the incline angle D of the bicycle 10 increases on a downhill slope, the control unit 32 increases the response speed Q of the motor 22 when the manual driving force T increases. In a case where the incline angle D of the bicycle 10 becomes greater than or equal to a first angle D1 on an uphill slope, the control unit 32 sets the response speed Q when the manual driving force T increases.

[0109] In a case where the incline angle D of the bicycle 10 increases on a slope, the control unit 32 reduces the response speed Q. In a case where the incline angle D of the bicycle 10 increases on a slope, the control unit 32 reduces the response speed Q when the manual driving force T increases. In a case where the incline angle D of the bicycle 10 becomes greater than or equal to a second angle D2 on a slope, the control unit 32 sets the response speed Q when the manual driving force T increases.

[0110] Memory 34 stores a third and a fourth card that define the relationship between the rate of increase of the manual drive force T, the tilt angle D, and a corrected value CX. In a case where the manual drive force T increases, the control unit 32 adds the corrected value CX to the manual drive force T or multiplies the manual drive force T by the corrected value CX to calculate a corrected drive force TX.

[0111] The third card sets the corrected value CX for cases where the manual drive force T increases in the first mode. In one example, the corrected value CX in the third card is set to increase when the rate of increase of the manual drive force T increases. Furthermore, the corrected value CX is set to increase when the pitch angle DA increases. The fourth card sets the corrected value CX for cases where the manual drive force T increases in the second mode. In one example, the corrected value CX in the fourth card is set to increase when the rate of increase of the manual drive force T increases. Furthermore, the corrected value CX is set to decrease when the pitch angle DA increases.In the third map, regardless of the rate of increase of the manual drive force T, the corrected value CX can be set to increase as the pitch angle DA increases. In the fourth map, regardless of the rate of increase of the manual drive force T, the corrected value CX can be set to decrease as the pitch angle DA decreases.

[0112] In a case where the control unit 32 adds the corrected value CX to the manual drive force T to calculate the corrected drive force TX, the corrected value CX can be negative in the third and fourth charts if the rate of increase of the manual drive force T is less than a predetermined rate. In a case where the control unit 32 multiplies the manual drive force T by the corrected value CX to calculate the corrected drive force TX, the corrected value CX can be less than 1 in the third and fourth charts if the rate of increase of the manual drive force T is less than a predetermined rate.

[0113] With reference to Fig. Section 7 now describes the motor control performed by the control unit 32. In a state where the control unit 32 is supplied with energy, the motor control is executed in predetermined cycles.

[0114] In step S31, the control unit 32 calculates the manual drive force T. In step S32, the control unit 32 determines whether the current driving mode is the first mode or not. The control unit 32 proceeds to step S33 if it determines that the driving mode is the first mode. In step S33, the control unit 32 determines whether the manual drive force T decreases or not. If the control unit 32 determines that the manual drive force T decreases, the control unit 32 proceeds to step S34. In step S34, the control unit 32 calculates the corrected drive force TX based on the first map, the tilt angle D, the crank rotation speed N, and the manual drive force T, and then proceeds to step S35. In step S35, the control unit 32 calculates the motor power TM based on the calculated corrected drive force TX and proceeds to step S36. In step S36, the control unit 32 controls the motor 22 based on the motor power TM and then repeats the procedure from step S31 after a predetermined cycle.

[0115] If, in step S33, control unit 32 determines that the manual drive force T increases or remains unchanged, it proceeds to step S37. In step S37, control unit 32 calculates the corrected drive force TX based on the third map, the tilt angle D, and the manual drive force T, and then proceeds to step S35. More specifically, control unit 32 calculates the corrected drive force TX by adding the corrected value CX, set in the third map, to the rate of increase of the manual drive force T, or by multiplying the rate of increase of the manual drive force T by the corrected value CX, set in the third map. In step S35, control unit 32 calculates the motor power TM based on the calculated corrected drive force TX and then proceeds to step S36.In step S36, the control unit 32 controls the motor 22 based on the motor power TM and then repeats the process from step S31 after a predetermined cycle.

[0116] If, in step S32, control unit 32 determines that the current driving mode is not the first mode, i.e., the current driving mode is the second mode, control unit 32 proceeds to step S38. In step S38, control unit 32 determines whether the manual drive force T decreases or not. If control unit 32 determines that the manual drive force T decreases, control unit 32 proceeds to step S39. In step S39, control unit 32 calculates the corrected drive force TX based on the second map, the tilt angle D, the crank rotation speed N, and the manual drive force T, and then proceeds to step S35. In step S35, control unit 32 calculates the motor power TM based on the calculated corrected drive force TX and proceeds to step S36.In step S36, the control unit 32 controls the motor 22 based on the motor power TM and then repeats the process from step S31 after a predetermined cycle.

[0117] If, in step S38, control unit 32 determines that the manual drive force T increases, it proceeds to step S40. In step S40, control unit 32 calculates the corrected drive force TX based on the fourth map, the tilt angle D, and the manual drive force T, and then proceeds to step S35. More specifically, control unit 32 calculates the corrected drive force TX by adding the corrected value CX, set in the fourth map, to the rate of increase of the manual drive force T, or by multiplying the rate of increase of the manual drive force T by the corrected value CX, set in the fourth map. In step S35, control unit 32 calculates the motor power TM based on the calculated corrected drive force TX and then proceeds to step S36.In step S36, the control unit 32 controls the motor 22 based on the motor power TM and then repeats the process from step S31 after a predetermined cycle.

[0118] With reference to the Fig. Sections 8A to 8C now describe an example of motor control in a case where the first mode is selected. Fig. Figure 8A shows the relationship between time and manual driving force T. Fig. Figure 8B shows the relationship between time and pitch angle DA. Fig. 8C shows the relationship between time and engine power TM. Fig. Figures 8A to 8C show a state in which the bicycle is moving at speed 10, with the crank rotation speed N kept constant. The solid line in Fig. Figure 8C shows the motor power TM in a case where the tilt angle D changes during driving. The double dashed line in Fig. 8C shows the motor power TM in a case where the tilt angle D does not change during driving.

[0119] During the period from time t30 to t31 in the Fig. From 8A to 8C, the pitch angle DA is greater than or equal to a first pitch angle DA1. During the period from time t30 to time t31, during the period X1 in which the corrected drive force TX decreases, the manual drive force T and the motor power TM change in the same way as from time t11 to time t12 in the Fig. 5A and Fig. 5C. During the period from time t30 to time t31, during the period X2 in which the corrected drive force TX increases, that is, the crank arms 12 (see Fig. 1) rotated from top dead center or bottom dead center to an intermediate angle between top dead center and bottom dead center, changing the engine power TM at a rate of increase greater than the rate of increase of the manual driving force T.

[0120] Time t31 is the time at which the pitch angle DA becomes less than or equal to the first pitch angle DA1 and greater than the second pitch angle DA2. During the period from time t31 to time t32, the manual drive force T and the motor power TM change in a similar way to how they changed from time t11 to time t12 in the [previous section / document]. Fig. 5A and Fig. 5C. During the period from time t31 to time t32, while the corrected thrust force TX increases, the control unit 32 reduces the response speed Q according to the pitch angle DA. The rate of increase of the corrected thrust force TX is smaller than that of the period from time t30 to time t31.

[0121] Time t32 is the time at which the pitch angle DA becomes less than or equal to the second pitch angle DA2, but greater than the third pitch angle DA3. From time t32 onwards, during the period X1 in which the corrected drive force TX decreases, the manual drive force T and the motor power TM change in a similar way to how they changed at time t12 in the Fig. 5A and Fig. 5C. From time t32 onwards, during the period X2 in which the corrected thrust force TX increases, the control unit 32 reduces the response speed Q according to the pitch angle DA. Thus, the rate of increase of the corrected thrust force TX becomes smaller than that of the period from time t31 to time t32.

[0122] With reference to the Fig. Sections 9A to 9C now describe an example of motor control in a case where the second mode is selected. Fig. Figure 9A shows the relationship between time and manual driving force T. Fig. Figure 9B shows the relationship between time and pitch angle DA. Fig. 9C shows the relationship between time and engine power TM. Fig. Figures 9A to 9C show a state in which the bicycle is moving at speed 10, with the crank rotation speed N kept constant. The solid line in Fig. Figure 9C shows an example of the motor control implementation in a case where the tilt angle D changes during driving. The double-dashed line in Fig. Figure 9C shows an example of motor control in a case where the tilt angle D does not change during driving.

[0123] During the period from time t40 to t41 in the Fig. From 9A to 9C, the pitch angle DA becomes less than or equal to the sixth pitch angle DA6, but greater than the fifth pitch angle DA5. During the period from time t40 to time t41, during the period X1 in which the corrected drive force TX decreases, the manual drive force T and the motor power TM change in the same way as from time t21 to time t22 in the Fig. 6A to 6C. During the period from time t40 to time t41, during the period X2 in which the corrected drive force TX increases, that is, the crank arms 12 (see Fig. 1) rotated from top dead center or bottom dead center to an intermediate angle between top dead center and bottom dead center, changing the engine power TM at a rate of increase greater than the rate of increase of the manual driving force T.

[0124] Time t41 is the time at which the pitch angle DA becomes less than or equal to the fifth pitch angle DA5, but greater than the fourth pitch angle DA4. During the period from time t41 to time t42, in the period X1 during which the corrected drive force TX decreases, the manual drive force T and the motor power TM change in a similar way to how they change from time t21 to time t22 in the Fig. 6A to 6C. During the period from time t41 to time t42, while the corrected thrust force TX increases during period X2, the control unit 32 reduces the response speed Q according to the pitch angle DA. The rate of increase of the corrected thrust force TX during period X2 is smaller than that of the corrected thrust force TX during the period from time t40 to time t41.

[0125] Time t42 is the time at which the pitch angle DA becomes less than or equal to the fourth pitch angle DA4. From time t42 onwards, during the period X1 in which the corrected drive force TX decreases, the manual drive force T and the motor power TM change in a similar way to how they changed at time t22 in the Fig. 6A to 6C. From time t42, during the period X2 in which the corrected thrust force TX increases, the control unit 32 reduces the response speed Q according to the pitch angle DA. Thus, the rate of increase of the corrected thrust force TX becomes smaller than that of the period from time t41 to time t42.

[0126] Now a third embodiment of the bicycle control 30 is described with reference to the Fig. 1, Fig. 10 and Fig. 11. The third embodiment of the bicycle control 30 is similar to the first embodiment of the bicycle control 30, except that a control for changing the response speed Q according to the vehicle speed V and the tilt angle D is implemented. The components, which are the same as the corresponding components of the first embodiment, bear the same reference numerals. Such components are not described in detail.

[0127] In the present embodiment, the Fig. In the control unit 32 shown, the response speeds R and Q for cases in which the vehicle speed V of the bicycle 10 is less than or equal to a first speed V1 are set such that they differ from the response speeds R and Q for cases in which the vehicle speed V of the bicycle 10 exceeds the first speed V1. Preferably, the first speed V1 is set to the vehicle speed V, which allows the determination that the bicycle 10 has started moving. Preferably, the first speed V1 is set in a range of 1 to 10 km / h. In an example, the first speed V1 is set to 3 km / h. Preferably, the first speed V1 is previously stored in the memory 34. The memory 34 is configured such that the first speed V1 can be changed.For example, actuating the actuating unit 14 or using an external device changes the first speed V1 stored in the memory 34. The control unit 32 sets the response speed Q for a case where the vehicle speed V of the bicycle 10 is less than or equal to the first speed V1, such that it is higher than the response speed Q for a case where the vehicle speed V of the bicycle 10 exceeds the first speed V1. Furthermore, the control unit 32 sets the response speed R for a case where the vehicle speed V of the bicycle 10 is less than or equal to the first speed V1, such that it is lower than the response speed R for a case where the vehicle speed V of the bicycle 10 exceeds the first speed V1.

[0128] The control unit 32 sets the response speeds R and Q for a case during a predetermined period PX1, from the time at which the bicycle 10 begins to move, such that they differ from the response speeds R and Q for a case in which the predetermined period PX1 has already started. Preferably, the predetermined period PX1 is set in the range of one to ten seconds. In one example, the predetermined period PX1 is set to three seconds. Preferably, the predetermined period PX1 is previously stored in the memory 34. The memory 34 is designed to allow the predetermined period PX1 to be changed. For example, actuating the actuating unit 14 or using an external device changes the predetermined period PX1 stored in the memory 34.The control unit 32 sets the response speed Q for a case during the predetermined period PX1, starting from the time the bicycle 10 begins to move, such that it is higher than the response speed Q for a case in which the predetermined period PX1 has elapsed. The control unit 32 sets the response speed R for a case during the predetermined period PX1, starting from the time the bicycle 10 begins to move, such that it is lower than the response speed R for a case in which the predetermined period PX1 has elapsed.

[0129] If the pitch angle D increases on a gradient, the control unit 32 decreases the response speed R if the manual driving force T decreases, and increases the response speed Q if the manual driving force T increases. Specifically, on a gradient where the pitch angle DA is greater than a first predetermined angle DX1, the control unit 32 increases the response speed Q if the manual driving force T increases. The first predetermined angle DX1 is set to a positive value, in this example, nine degrees.

[0130] If the tilt angle D increases on a slope, the control unit 32 increases the response speed R if the manual driving force T decreases, and decreases the response speed Q if the manual driving force T increases. Specifically, on a slope where the pitch angle DA is less than a second predetermined angle D2, the control unit 32 increases the response speed Q if the manual driving force T increases. The second predetermined angle D2 is set to a negative value, in this example, minus nine degrees.

[0131] With reference to the Fig. Sections 10 to 12 now describe a motor control system that modifies the response speeds R and Q according to the tilt angle D of the vehicle speed V. The motor control is repeated in predetermined cycles as long as the control unit 32 is powered. In step S41, the control unit 32 determines whether the vehicle speed V is less than or equal to the initial speed V1. If the control unit 32 determines that the vehicle speed V is less than or equal to the initial speed V1, it proceeds to step S42. In step S42, the control unit 32 determines whether the pitch angle DA is greater than the initial predetermined angle DX1. If the control unit 32 determines that the pitch angle DA is greater than the initial predetermined angle DX1, it proceeds to step S43. In step S43, the control unit 32 decreases the response speed R and increases the response speed Q.Then the control unit 32 proceeds to step S44. For example, the control unit 32 decreases the response speed R to a value less than the output value RX of the response speed R previously stored in memory 34, and the control unit 32 increases the response speed Q to a value greater than the output value QX of the response speed Q previously stored in memory 34. Preferably, the output values ​​QX and RX of the response speeds Q and R are set to values ​​suitable for driving on a level road surface, in a case where the vehicle speed V is greater than the initial speed V1.

[0132] In step S44, the control unit 32 determines whether the predetermined period PX1 has elapsed. For example, if the time elapsed since the vehicle speed V was determined in step S41 to be less than or equal to the initial speed V1 becomes greater than or equal to the predetermined period PX1, the control unit 32 determines that the predetermined period PX1 has elapsed. The control unit 32 repeats the determination of step S44 until the predetermined period PX1 elapses. Preferably, the predetermined period PX1 is set in a range of one to ten seconds. In an example, the predetermined period PX1 is set to three seconds. When the predetermined period PX1 elapses, the control unit 32 proceeds to step S45. In step S45, the control unit 32 resets the response speed R and the response speed Q to their original values.The process of step S45 restores the response speed R and the response speed Q to their values ​​before the change in step S43. For example, the control unit 32 resets the response speed R and the response speed Q to the output values ​​QX and RX stored in memory 34.

[0133] If, in step S42, the control unit 32 determines that the pitch angle DA is not greater than the first predetermined angle DX1, the control unit 32 proceeds to step S46. In step S46, the control unit 32 determines whether the pitch angle DA is less than the second predetermined angle D2. If the control unit 32 determines that the pitch angle DA is greater than or equal to the second predetermined angle D2, the control unit 32 terminates the process. Thus, in a case where the bicycle 10 is on a road surface where the pitch angle DA is less than or equal to the first predetermined angle DX1 and greater than or equal to the second predetermined angle D2, the control unit 32 terminates the process without changing the response speeds R and Q.

[0134] If, in step S46, control unit 32 determines that the pitch angle DA is less than the second predetermined angle D2, control unit 32 proceeds to step S47. In step S47, control unit 32 increases the response speed R and decreases the response speed Q. Then, control unit 32 proceeds to step S44. For example, control unit 32 increases the response speed R to a value higher than the output value RX of the response speed R previously stored in memory 34 and decreases the response speed Q to a value lower than the output value QX of the response speed Q previously stored in memory 34. If, in step S46, control unit 32 determines that the pitch angle DA is less than the second predetermined angle D2, control unit 32 increases the response speed R and decreases the response speed Q in step S47.The control unit 32 then proceeds to step S44. In step S44, the control unit 32 determines whether the predetermined period PX1 has elapsed. For example, the control unit 32 determines that the predetermined period PX1 has elapsed if the elapsed time since the time the control unit 32 determined in step S41 that the vehicle speed V became less than or equal to the initial speed V1 becomes greater than or equal to the predetermined period PX1. The control unit 32 repeats the determination of step S44 until the predetermined period PX1 elapses. Once the predetermined period PX1 has elapsed, the control unit 32 proceeds to step S45. In step S45, the control unit 32 resets the response speed R and the response speed Q to their original values.The process of step S45 resets the response speed R and the response speed Q to their values ​​before the change in step S47. For example, the control unit 32 resets the response speed R and the response speed Q to the output values ​​QX and RX stored in memory 34.

[0135] If, in step S41, the control unit 32 determines that the vehicle speed V is greater than the first speed V1, the control unit 32 proceeds to step S48. In step S48, the control unit 32 determines whether the pitch angle DA is greater than the first predetermined angle DX1 or not. If the control unit 32 determines that the pitch angle DA is greater 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. Then, the control unit 32 proceeds to step S50.For example, control unit 32 decreases the response speed R to a value less than the output value RX of the response speed R previously stored in memory 34, and control unit 32 increases the response speed Q to a value greater than the output value QX of the response speed Q previously stored in memory 34. Control unit 32 sets the response speed R and the response speed Q to values ​​that differ from those set in step S43. For example, the response speed R set by control unit 32 in step S43 is less than the response speed R set in step S49, and the response speed Q set by control unit 32 in step S43 is greater than the response speed Q set in step S49.

[0136] In step S50, the control unit 32 determines whether a predetermined period PX2 has elapsed or not. More specifically, the control unit 32 determines that the predetermined period PX2 has elapsed if the elapsed period, from the time at which the control unit 32 changes the response speeds R and Q in step S49, becomes greater than or equal to the predetermined period PX2. Preferably, the predetermined period PX2 is set in a range of one to ten seconds. In an example, the predetermined period PX2 is set to three seconds. Preferably, the predetermined period PX2 is previously stored in the memory 34. The memory 34 is configured to allow changes to the predetermined period PX2. For example, actuating the actuating unit 14 or using an external device changes the predetermined period PX2 stored in the memory 34.The control unit 32 repeats the determination of step S50 until the predetermined period PX2 expires. When the predetermined period PX2 expires, the control unit 32 proceeds to step S51. In step S51, the control unit 32 resets the response speed R and the response speed Q to their original values. The process of step S51 restores the response speed R and the response speed Q to the response speeds R and Q before the change in step S49. For example, the control unit 32 resets the response speed R and the response speed Q to the initial values ​​QX and RX stored in memory 34.

[0137] If, in step S48, the control unit 32 determines that the pitch angle DA is not greater than the first predetermined angle DX1, the control unit 32 proceeds to step S52. In step S52, the control unit 32 determines whether the pitch angle DA is less than the second predetermined angle D2. If the control unit 32 determines that the pitch angle DA is greater than or equal to the second predetermined angle D2, the control unit 32 terminates the process. Thus, in a case where the bicycle 10 is on a road surface where the pitch angle DA is less than or equal to the first predetermined angle DX1 and greater than or equal to the second predetermined angle D2, the control unit 32 terminates the process without changing the response speeds R and Q.

[0138] If, in step S52, control unit 32 determines that the pitch angle DA is smaller than the second predetermined angle D2, control unit 32 proceeds to step S53. In step S53, control unit 32 increases the response speed R and decreases the response speed Q. Then, control unit 32 proceeds to step S50. For example, control unit 32 increases the response speed R to a value higher than the output value RX of the response speed R previously stored in memory 34 and decreases the response speed Q to a value lower than the output value QX of the response speed Q previously stored in memory 34.For example, the response speed R set by control unit 32 in step S53 is higher than the response speed R set in step S49, and the response speed Q set by control unit 32 in step S53 is lower than the response speed Q set in step S49.

[0139] In step S50, the control unit 32 determines whether the predetermined period PX2 has elapsed. More specifically, the control unit 32 determines that the predetermined period PX2 has elapsed if the time elapsed since the time at which the response speeds R and Q are changed in step S53 is greater than or equal to the predetermined period PX2. The control unit 32 repeats the determination of step S50 until the predetermined period PX2 elapses. If the predetermined period PX2 elapses, the control unit 32 proceeds to step S51.

[0140] With reference to the Fig. 1, Fig. 12 and Fig. Section 13 now describes a fourth embodiment of the bicycle control 30. The fourth embodiment of the bicycle control 30 is similar to the first embodiment of the bicycle control 30, except that it incorporates a control for changing the output torque TA of the motor 22 according to the tilt angle D. The components, which are the same as the corresponding components of the first embodiment, bear the same reference numerals. Such components are not described in detail.

[0141] In the present embodiment, the Fig. The control unit 32 shown in Figure 1 is configured to control the motor 22 according to the manual drive force T in a driving mode. Furthermore, the control unit 32 controls the motor 22 according to the manual drive force T. In the driving mode, the control unit 32 controls the output torque TA of the motor 22 such that the output torque TA is less than or equal to a predetermined torque TY. The predetermined torque TY is varied according to the inclination angle D of the bicycle 10. The predetermined torque TY includes a first torque TY1. The first torque TY1 is set according to the power characteristics of the motor 22. Furthermore, the first torque TY1 is set to a value that is less than and close to the upper limit torque of the output torque TA of the motor 22.

[0142] In a case where the control unit 32 controls the motor 22 according to the manual drive force T, the control unit 32 controls the output torque TA of the motor 22 such that the output torque TA is less than or equal to the first torque TY1. The first torque TY1 is varied according to the inclination angle D of the bicycle 10. The memory 34 stores a fifth card that sets the relationship between the first torque TY1 and the crank rotation speed N. The solid line L31 in Fig. Figure 12 shows an example of the fifth card. Preferably, the first torque TY1 is set for each riding mode. If the incline angle D of the bicycle 10 increases on an incline, the control unit 32 increases the first torque TY1. If the incline angle D of the bicycle 10 increases on a decline, the control unit 32 decreases the first torque TY1.

[0143] With reference to Fig. Section 13 now describes the motor control, which changes the first torque TY1 according to the inclination angle D. The motor control is repeated in predetermined cycles as long as the control unit 32 is supplied with energy.

[0144] In step S61, the control unit 32 determines whether the pitch angle DA is greater than the first predetermined angle DX1. If the control unit 32 determines that the pitch angle DA is greater 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 then proceeds to step S63. More specifically, the control unit 32 switches the control of the motor 22 from a controller that is defined by the solid line L31. Fig. The map shown in Figure 12 uses the relationship between the first torque TY1 and the crankshaft rotational speed N to create a control system that follows the direction indicated by the dashed line L32. Fig. The map shown in Figure 12 uses the relationship between the first torque TY1 and the crank rotation speed N.

[0145] In step S63, the control unit 32 determines whether the pitch angle DA is greater than the first predetermined angle DX1. As long as the control unit 32 determines in step S63 that the pitch angle DA is greater than the first predetermined angle DX1, it repeats the determination of step S63. If the control unit 32 determines in step S63 that the pitch angle DA is less than or equal to the first predetermined angle DX1, it proceeds to step S64 and resets the first torque TY1 to its original value. More specifically, the control unit 32 switches the control of the motor 22, using the card that sets the relationship between the first torque TY1 and the crank rotation speed N, to the control that was performed before the switching in step S62.

[0146] If, in step S61, control unit 32 determines that the pitch angle DA is less than or equal to the first predetermined angle DX1, control unit 32 proceeds to step S65. In step S65, control unit 32 determines whether the pitch angle DA is less than the second predetermined angle D2. If control unit 32 determines that the pitch angle DA is less than the second predetermined angle D2, control unit 32 proceeds to step S66. In step S66, control unit 32 reduces the first torque TY1 and proceeds to step S67. More specifically, control unit 32 switches the control of motor 22 from a controller that is defined by the solid line L31 in Fig. The map shown in Figure 12 illustrates the relationship between the first torque TY1 and the crankshaft rotational speed N, to a control system that follows the single-dash line L32. Fig. Chart 12 shows the relationship between the first torque TY1 and the crank rotation speed N.

[0147] In step S67, the control unit 32 determines whether the pitch angle DA is less than the second predetermined angle D2. As long as the control unit 32 determines in step S67 that the pitch angle DA is less than the second predetermined angle D2, the control unit 32 repeats the determination of step S67. If the control unit 32 determines in step S67 that the pitch angle DA is greater than or equal to the second predetermined angle D2, the control unit 32 proceeds to step S64 and resets the first torque TY1 to its original value. More specifically, the control unit 32 switches the control of the motor 22, using the map that sets the relationship between the first torque TY1 and the crankshaft rotational speed N, to the control that was executed before the switching in step S66.

[0148] If there are multiple driving modes in which the ratio of motor power TM to manual drive force T differs for each driving mode, and the control unit 32 increases the first torque TY1 in step S62, the control unit 32 preferably sets the first torque TY1 to the maximum torque of the motor power TM in the driving mode in which the ratio of motor power TM to manual drive force T is greatest. If there are multiple driving modes in which the ratio of motor power TM to manual drive force T differs for each driving mode, and the control unit 32 decreases the first torque TY1 in step S66, the control unit 32 preferably sets the first torque TY1 to the maximum torque of the motor power TM in the driving mode in which the ratio of motor power TM to manual drive force T is greatest.

[0149] With reference to the Fig. Sections 1 and 14 to 16 now describe a fifth embodiment of the bicycle control unit 30. The fifth embodiment of the bicycle control unit 30 is similar to the first embodiment of the bicycle control unit 30, except that it includes a control for driving the motor 22 according to the actuation of the actuating unit 14. The components, which are the same as the corresponding components of the first embodiment, bear the same reference numerals. Such components are not described in detail.

[0150] In the present embodiment, the control unit 32 is designed to switch between a driving mode and a sliding mode according to actuation of the actuating unit 14, shown in Fig. 1. The control unit 32 controls the motor 22 according to the actuation of the actuating unit 14. Specifically, in a case where the actuating unit 14 is actuated to drive the motor 22 in coasting mode, the control unit 32 begins driving the motor 22 when the manual drive force T is zero. In a case where the control unit 32 controls the motor 22 according to the actuation of the actuating unit 14, the control unit 32 controls the output torque TA of the motor 22 so that it is less than or equal to a second torque TY2. In a case where the control unit 32 controls the motor 22 according to the actuation of the actuating unit 14, the control unit 32 controls the vehicle speed V so that it is less than or equal to a predetermined vehicle speed V. The control unit 32 changes the rate of increase of the output torque TA of the motor 22 according to the tilt angle D of the bicycle 10.If the inclination angle D of the bicycle 10 increases on an incline, the control unit 32 increases the rate of increase of the output torque TA of the motor 22. If the inclination angle D of the bicycle 10 increases on a decline, the control unit 32 decreases the rate of increase of the output torque TA of the motor 22.

[0151] With reference to the Fig. Sections 14 to 16 now describe the motor control in overrun mode. The motor control is repeated in predetermined cycles as long as the control unit 32 is supplied with power. In step S71, the control unit 32 determines whether or not there is a start request to drive the motor 22 in overrun mode. Specifically, if the actuating unit 14 for driving the motor 22 in overrun mode is actuated and the manual drive force T is zero, the control unit 32 determines that there is a start request to drive the motor 22 in overrun mode. If the control unit 32 determines that there is no start request to drive the motor 22 in overrun mode, the control unit 32 terminates the process. If the control unit 32 determines that there is a start request to drive the motor 22 in overrun mode, the control unit 32 proceeds to step S72.In step S72, the control unit 32 determines whether the pitch angle DA is greater than the first predetermined angle DX1. If the control unit 32 determines that the pitch angle DA is greater than the first predetermined angle DX1, the control unit 32 proceeds to step S73. In step S73, the control unit 32 sets the rate of increase of the output torque TA to the first rate of increase and then proceeds to step S77.

[0152] If, in step S72, the control unit 32 determines that the pitch angle DA is less than or equal to the first predetermined angle DX1, the control unit 32 proceeds to step S74. In step S74, the control unit 32 determines whether the pitch angle DA is less than the second predetermined angle D2. If the control unit 32 determines that the pitch angle DA is less than the second predetermined angle D2, the control unit 32 proceeds to step S75. In step S75, the control unit 32 sets the rate of increase of the output torque TA to the second rate of increase and then proceeds to step S77.

[0153] If, in step S74, the control unit 32 determines that the pitch angle DA is greater than or equal to the second predetermined angle D2, the control unit 32 proceeds to step S76. In step S76, the control unit 32 sets the rate of increase of the output torque TA to a third rate of increase and then proceeds to step S77. Fig. Figure 16 shows the dashed line L41 as the output torque TA in a case where the first increment rate is set. The single dashed line L42 shows the output torque TA in a case where the second increment rate is set. The solid line L43 shows the output torque TA in a case where the third increment rate is set. The first increment rate is higher than the third increment rate. The second increment rate is lower than the third increment rate.

[0154] In step S77, the control unit 32 starts driving the motor 22 at the increment rate set in step S73, S75, or S76 and then proceeds to step S78. In step S78, the control unit 32 determines whether the output torque TA is greater than or equal to the second torque TY2. The control unit 32 repeats the determination of step S78 until the output torque TA reaches the second torque TY2. The process of step S78 increases the output torque TA to the second torque TY2, as shown in Fig. 16 shown with the dashed line L41, the single dashed line L42 or the solid line 43.

[0155] If the control unit 32 determines that the output torque TA is greater than or equal to the second torque TY2, the control unit 32 proceeds to step S79. In step S79, the control unit 32 begins controlling the motor 22 according to the vehicle speed V and then proceeds to step S80. In step S80, the control unit 32 determines whether or not there is a drive abort request for the motor 22 in coasting mode. If the control unit 32 determines that there is a drive abort request for the motor 22 in coasting mode, in one of the cases where the actuating unit 14 is no longer actuated to drive the motor 22 in coasting mode, the actuating unit 14 is actuated to change the driving mode and the manual drive force T becomes greater than zero. The control unit 32 repeats the process of steps S79 and S80 until it determines that there is a drive abort request for motor 22 in sliding mode.If the control unit 32 determines that there is a drive abort request for the motor 22 in sliding mode, the control unit 32 stops the driving of the motor 22 in sliding mode in step S81 and ends the process.

[0156] With reference to Fig. Section 17 now describes a sixth embodiment of the bicycle control unit 30. The sixth embodiment of the bicycle control unit 30 is similar to the first embodiment of the bicycle control unit 30, except that it includes a control system for changing the response speeds R and Q when the bicycle starts moving. The components, which are the same as the corresponding components of the first embodiment, bear the same reference numerals. Such components are not described in detail.

[0157] In the present embodiment, the control unit 32 sets the response speeds R and Q such that the response speeds R and Q for a case during a predetermined period PX, starting from the time the bicycle 10 begins to move, differ from the response speeds for a case in which the predetermined period PX has elapsed. In one example, the predetermined period PX is set to three seconds. The control unit 32 sets the response speed Q for a case during the predetermined period PX, starting from the time the bicycle 10 begins to move, such that it is higher than the response speed Q for a case in which the predetermined period PX has elapsed.

[0158] With reference to Fig. Section 17 now describes the motor control for changing the response speeds R and Q when the bicycle starts moving. The motor control is repeated in predetermined cycles as long as the control unit 32 is supplied with energy.

[0159] In step S91, the control unit 32 determines whether the bicycle 10 has started moving or not. If the control unit 32 determines that the bicycle 10 has started moving, it terminates the process. For example, the control unit 32 determines that the bicycle 10 has started moving if the vehicle speed V of the bicycle 10 changes from zero to greater than zero. Otherwise, the control unit 32 determines that the bicycle 10 has not started moving. If the control unit 32 determines that the bicycle 10 has started moving, it proceeds to step S92. In step S92, the control unit 32 decreases the response speed R and increases the response speed Q. Then, the control unit 32 proceeds to step S93.More specifically, the control unit 32 reduces the response speed R to a value that is less than the output value RX of the response speed R that was previously stored in memory 34, and increases the response speed Q to a value that is higher than the output value QX of the response speed Q that was previously stored in memory 34.

[0160] In step S93, the control unit 32 determines whether the predetermined period PX has elapsed. For example, if the time since the control unit 32 determined in step S91 that bicycle 10 started moving is greater than or equal to the predetermined period PX, the control unit 32 determines that the predetermined period PX has elapsed. The control unit 32 repeats the determination of step S93 until the predetermined period PX elapses. If the control unit 32 determines that the predetermined period PX has elapsed, it proceeds to step S94. In step S94, the control unit 32 resets the response speed R and the response speed Q to their original values ​​and then terminates the process. More specifically, the control unit 32 resets the response speed R and the response speed Q to the initial values ​​RX and QX that were previously stored in memory 34.

[0161] With reference to the Fig. 1 and Fig. Section 18 now describes a seventh embodiment of the bicycle control unit 30. The seventh embodiment of the bicycle control unit 30 is similar to the first embodiment of the bicycle control unit 30, except that it incorporates a control for changing the response speeds R and Q according to the vehicle speed V. The components, which are the same as the corresponding components of the first embodiment, bear the same reference numerals. Such components are not described in detail.

[0162] In the present embodiment, the control unit 32 sets the response speeds R and Q such that the response speeds R and Q for a case in which the vehicle speed V of the bicycle 10 is less than or equal to the first speed V1 differ from the response speeds R and Q for a case in which the vehicle speed V of the bicycle 10 exceeds the first speed V1. Preferably, the first speed V1 is set to the vehicle speed V that allows the determination that the bicycle 10 has started moving. In one example, the first speed V1 is preferably set in a range of 1 to 10 km / h. In another example, the first speed V1 is set to 3 km / h.The control unit 32 sets the response speed Q for a case in which the vehicle speed V of the bicycle 10 is less than or equal to the first speed V1, such that it is higher than the response speed Q for a case in which the vehicle speed V of the bicycle 10 exceeds the first speed V1. Furthermore, the control unit 32 sets the response speed R for a case in which the vehicle speed V of the bicycle 10 is less than or equal to the first speed V1, such that it is lower than the response speed R for a case in which the vehicle speed V of the bicycle 10 exceeds the first speed V1.

[0163] With reference to Fig. Section 18 now describes the motor control, which changes the first torque TY1 according to the tilt angle D. The motor control is repeated in predetermined cycles as long as the control unit 32 is supplied with energy.

[0164] In step S95, the control unit 32 determines whether the vehicle speed V is less than or equal to the initial speed V1. If the control unit 32 determines that the vehicle speed V is greater than the initial speed V1, it terminates the process. If the control unit 32 determines that the vehicle speed V is less than or equal to the initial speed V1, it proceeds to step S96. In step S96, the control unit 32 decreases the response speed R and increases the response speed Q. Then, the control unit 32 proceeds to step S97.More specifically, the control unit 32 reduces the response speed R to a value that is less than the output value RX of the response speed R that was previously stored in memory 34, and increases the response speed Q to a value that is higher than the output value QX of the response speed Q that was previously stored in memory 34.

[0165] In step S97, the control unit 32 determines whether the vehicle speed V is less than or equal to the initial speed V1. The control unit 32 repeats the determination of step S97 until the vehicle speed V becomes greater than the initial speed V1. If the control unit 32 determines that the vehicle speed V is greater than the initial speed V1, it proceeds to step S98 and resets the response speed R and the response speed Q to their original values. The control unit 32 then terminates the process. More specifically, the control unit 32 resets the response speed R and the response speed Q to the output values ​​RX and QX, which were previously stored in memory 34.

[0166] The engine control of Fig. 2 can be added to the one in Fig. The engine control unit shown in section 19 can be modified. In the case of the engine control unit of Fig. In step S11, the control unit 32 calculates the manual drive force T and then proceeds to step S13 without determining the riding mode. In step S13, the control unit 32 calculates the corrected drive force TX based on the first map, the incline angle D, the crank rotation speed N, and the manual drive force T. The control unit 32 then proceeds to step S14. In this modified example, the bicycle controller 30 operates in only one riding mode and stores only the first map. The bicycle controller 30 does not store the second map.

[0167] The engine control of Fig. 2 can be added to the one in Fig. The engine control unit shown in the 20 can be modified. In the case of the engine control unit of Fig. In step S11, the control unit 32 calculates the manual drive force T and then proceeds to step S17 without determining the riding mode. In step S17, the control unit 32 calculates the corrected drive force TX based on the second map, the incline angle D, the crank rotation speed N, and the manual drive force T. The control unit 32 then proceeds to step S14. In this modified example, the bicycle control unit 30 operates in only one riding mode and stores only the second map. The bicycle control unit 30 does not store the first map.

[0168] The engine control of Fig. 2 can be added to the one in Fig. The motor control unit shown in Figure 21 is modified. Instead of correcting the manual drive force T, the correction unit 48 is configured to correct the motor power TM, which is calculated by the power calculation unit 50 based on the manual drive force T. In the motor control unit of Fig. In step S21, the control unit 32 calculates the manual drive force T. In step S22, the control unit 32 multiplies the manual drive force T by a predetermined value to calculate the motor power TM. In step S23, the control unit 32 determines whether the current driving mode is the first mode or not. If the control unit 32 determines that the driving mode is the first mode, it proceeds to step S24. In step S24, the control unit 32 calculates a corrected power TD based on the first map, the tilt angle D, the crank rotation speed N, and the motor power TM. Then, the control unit 32 proceeds to step S25. If the control unit 32 determines in step S23 that the current driving mode is not the first mode, i.e., the current mode is the second mode, the control unit 32 proceeds to step S27.In step S27, the control unit 32 calculates the corrected power TD based on the second map, the tilt angle D, the crank rotation speed N, and the motor power TM. In step S25, the control unit 32 determines whether the manual drive force T decreases or not. If the control unit 32 determines in step S25 that the manual drive force T decreases, the control unit 32 proceeds to step S26 and controls the motor 22 based on the corrected power TD. Then, after a predetermined cycle, the control unit 32 restarts the process from step S21.

[0169] If, in step S25, the control unit 32 determines that the manual drive force T will not decrease, it proceeds to step S28 and determines whether the motor power TM is greater than the corrected power TD. If, in step S28, the control unit 32 determines that the motor power TM is greater than the corrected power TD, it proceeds to step S29 and controls the motor 22 based on the motor power TM. Then, after a predetermined cycle, the control unit 32 restarts the process from step S21.

[0170] If, in step S28, the control unit 32 determines that the motor power TM is less than or equal to the corrected power TD, the control unit 32 proceeds to step S26 and controls the motor 22 based on the corrected power TD. Then, after a predetermined cycle, the control unit 32 restarts the process from step S21.

[0171] In the first and second embodiments, the control unit 32 can be configured to change the response speed R according to the tilt angle D, irrespective of the crank rotation speed N. More specifically, the control unit 32 can set the time constant K using the first and second cards, which contain 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 tilt angle D, irrespective of the crank rotation speed N.

[0172] In the first and second embodiments, the control unit 32 sets the time constant K using the first or second map, respectively. Instead of using a map, the control unit 32 can use a calculation equation to set the time constant K. In this case, the memory 34 stores calculation equations corresponding to the driving modes, such as equations (1) and (2) described above.

[0173] In the first and second embodiments, in the first and second modes, the control unit 32 changes the response speed R incrementally according to the inclination angle D. However, the response speed R can also be changed continuously according to the inclination angle D. In this case, for example, the coefficients A1, A2, and B used in equations (1) and (2) are calculated from functions that change according to the inclination angle D. In the first embodiment, if the manual drive force T increases on a slope, the control unit 32 can decrease the response speed R as the inclination angle D of the slope increases.

[0174] In the second embodiment, the rate of increase of the manual drive force T can be set so that it is lower than the rate of increase of the manual drive force T when the response speed Q is set to the initial value QX. In this case, as the response speed Q increases from the initial value QX, the rate of increase of the manual drive force T approaches the rate of increase of the corrected drive force TX. As the response speed Q decreases from the initial value QX, the rate of increase of the corrected drive force TX lags behind the rate of increase of the manual drive force T.In this modified example, in a case where the control unit 32 increases the manual drive force T, the control unit 32 can change the response speed Q by changing the time constant K instead of changing the response speed Q by adding the corrected value CX to the manual drive force T or by multiplying the manual drive force T by the corrected value CX. More specifically, the time constant K, which corresponds to the initial value QX, is set to a value greater than zero. In this case, for example, the rate of increase of the motor power TM during the period X2 from time t30 to time t31 approaches . Fig. 8C is closer to the rate of increase of manual driving force T than to the rate of increase of motor power TM during the period X2 from time t31 to time t32. Furthermore, the rate of increase of motor power TM during the period X2 from time t41 to time t42 approaches Fig. 9C refers more to the rate of increase of manual driving force T than to the rate of increase of motor power TM during the period X2 from time t41 to time t42.

[0175] In the second embodiment, either the first mode or the second mode can be omitted. For example, in a case where the second mode is omitted, the motor control of Fig. 7. The control unit 32 omits steps S32, S38, S39, and S40. In this case, after completing the process of step S31, the control unit 32 proceeds to step S33. In a case where the first mode is omitted, the motor control of Fig. 7. Control unit 32 omits steps S32, S33, S34, and S37. In this case, after executing the process from step S31, control unit 32 proceeds to step S38.

[0176] In the third embodiment, instead of performing the determination of step S44, the control unit 32 can determine whether the vehicle speed V is greater than or equal to a second speed V2. In an example, the second speed V2 is set to 15 km / h. The control unit 32 repeats the determination of step S44 until the vehicle speed V is greater than or equal to the second speed V2. If the vehicle speed V is greater than or equal to the second speed V2, the control unit 32 proceeds to step S45.

[0177] In the third embodiment, instead of determining step S50, the control unit 32 can determine whether the vehicle speed V is greater than or equal to the second speed V2. If the vehicle speed V is greater than or equal to the second speed V2, the control unit 32 proceeds to step 51.

[0178] In the third embodiment, the response speed R or the response speed Q for a case during the predetermined period PX1 from the time at which the bicycle 10 begins to move can differ from that for a case in which the predetermined period PX1 has expired. More specifically, in at least one of steps S43 and S47 in Fig. 10, the control unit 32 can only change the response speed R or the response speed Q.

[0179] In the third embodiment, at least one of steps S44 and S50 from the flowchart of the Fig. 10 and Fig. Step 11 may be omitted. In a case where step S44 is omitted, if the control unit 32 executes step S43 or step S47, the control unit 32 terminates the process. In this case, if the control unit 32 determines in step S46 that the pitch angle DA is greater than or equal to the second predetermined angle D2, the control unit 32 may proceed to step S45. In a case where step S50 is omitted, if the control unit 32 executes step S49 or step S53, the control unit 32 terminates the process. In this case, if the control unit 32 determines in step S52 that the pitch angle DA is greater than or equal to the second predetermined angle D2, the control unit 32 may proceed to step S51.

[0180] In the third embodiment, the control unit 32 can adjust the response speeds R and Q for a case in which the vehicle speed V of the bicycle 10 is less than or equal to the first speed V1, so that they differ from the response speeds R and Q for a case in which the vehicle speed V of the bicycle 10 exceeds the first speed V1.

[0181] In the third embodiment and its modified examples, steps S41 and S48 to S53 can be taken from the flowchart of the Fig. 10 and Fig. 11 should be omitted.

[0182] In the third embodiment, if the control unit 32 adjusts the response speeds R and Q for a case in which the vehicle speed V of the bicycle 10 is less than or equal to the first speed V1, such that they differ from the response speeds R and Q for a case in which the vehicle speed V of the bicycle 10 exceeds the first speed V1, the control unit 32 can change and differentiate only the response speed R or the response speed Q. For example, in steps S43 and S47 of Fig. 10 the control unit 32 only the response speed R or the response speed Q. In steps S49 and S53 of Fig. 11. The control unit 32 only changes the response speed R or the response speed Q.

[0183] In the third embodiment and its modified examples, in a case where the control unit 32 changes the response speeds R and Q according to the pitch angle DA of the bicycle 10, the control unit 32 can change only the response speed R or the response speed Q. For example, in at least one of the steps S43, S47, S49 and S53 of the Fig. 10 and Fig. 11 only the response speed R or the response speed Q is changed.

[0184] In the third embodiment and its modified examples, steps S46 and S47 can be taken from the flowchart of Fig. Step 10 can be omitted. In this case, if the control unit 32 determines in step S42 that the pitch angle DA is less than or equal to the first predetermined angle DX1, the control unit 32 proceeds to step S44.

[0185] In the third embodiment and its modified examples, steps S42 and S43 can be taken from the flowchart of Fig. Step 10 can be omitted. In this case, if the control unit 32 determines in step S41 that the vehicle speed V is less than or equal to the first speed V1, the control unit 32 proceeds to step S46.

[0186] In the third embodiment and its modified examples, steps S52 and S53 can be taken from the flowchart of Fig. Step 11 can be omitted. In this case, if the control unit 32 determines in step S48 that the pitch angle DA is less than or equal to the first predetermined angle DX1, the control unit 32 proceeds to step S50.

[0187] In the third embodiment and its modified examples, steps S48 and S49 can be taken from the flowchart of Fig. Step 11 can be omitted. In this case, if the control unit 32 determines in step S41 that the vehicle speed V is greater than the first speed V1, the control unit 32 proceeds to step S52.

[0188] In the third embodiment and its modified examples, the flowchart of Fig. 10 in a case where the process ends at step S47. Furthermore, the flowchart of the Fig. 10 and Fig. 11 in a case where the process ends at step S53.

[0189] In the fourth embodiment, steps S65, S66 and S67 can be taken from the flowchart of Fig. Step 13 can be omitted. In this case, if the control unit 32 determines in step S61 that the pitch angle DA is less than or equal to the first predetermined angle DX1, the control unit 32 terminates the process.

[0190] In the fourth embodiment, steps S61, S62 and S63 can be taken from the flowchart of Fig. Step 13 can be omitted. In this case, when control unit 32 is supplied with energy, control unit 32 executes the process from step S65.

[0191] In the fifth embodiment, steps S74 and S75 from the flowchart of Fig. Step 14 can be omitted. In this case, if the control unit 32 determines in step S72 that the pitch angle DA is less than or equal to the first predetermined angle DX1, the control unit 32 proceeds to step S76.

[0192] In the fifth embodiment, steps S72 and S73 can be taken from the flowchart of Fig. Step 14 can be omitted. In this case, if the control unit 32 determines in step S71 that there is a start request to drive the motor 22 in slide mode, the control unit 32 proceeds to step S74.

[0193] In the fifth embodiment and its modified examples, the second torque TY2 can be varied according to the inclination angle D of the bicycle 10. In one example, the control unit 32 increases the second torque TY2 when the inclination angle of the bicycle 10 increases on an incline. If the inclination angle D of the bicycle 10 increases on a decline, the control unit 32 decreases the second torque TY2. For example, as in Fig. 22 shows the control unit 32 step S82 instead of step S73 of Fig. 14, Step S83 instead of step S75 of Fig. 14 and step S84 instead of step S76 of Fig. 14. In step S82, the control unit 32 sets the rate of increase of the output torque TA to the first rate of increase and sets the second torque TY2 to a first value TZ1. In step S83, the control unit 32 sets the rate of increase of the output torque TA to the second rate of increase and sets the second torque TY2 to a second value TZ2. In step S84, the control unit 32 sets the rate of increase of the output torque TA to the third rate of increase and sets the second torque TY2 to a third value TZ3. The first value TZ1 is greater than the third value TZ3. The second value TZ2 is less than the third value TZ3.Thus, if the pitch angle DA is greater than the first predetermined angle DX1, the control unit 32 controls the motor 22 so that less than or equal to the second torque TY2 is obtained, which is greater than in the case where the pitch angle DA is greater than or equal to the second predetermined angle D2 and less than or equal to the first predetermined angle DX1. If the pitch angle DA is less than the second predetermined angle D2, the control unit 32 controls the motor 22 so that less than or equal to the second torque TY2 is obtained, which is less than in the case where the pitch angle DA is greater than or equal to the second predetermined angle D2 and less than or equal to the first predetermined angle DX1. In the modified in . Fig. In the example shown in Figure 22, the process of changing the output torque TA can be omitted in at least one of steps S82, S83, and S84. In this case, the rate of increase of the output torque TA is constant, regardless of the inclination angle D of the bicycle 10.

[0194] In the modified version in Fig. In the example shown (22), steps S74 to S83 can be omitted from the flowchart. In this case, if the control unit 32 determines in step S72 that the pitch angle DA is less than or equal to the first predetermined angle DX1, the control unit 32 proceeds to step S84.

[0195] In the modified version in Fig. In the example shown, steps S72 and S82 can be omitted from the flowchart. In this case, when the control unit 32 determines that there is a start request to drive the motor 22 in slide mode, the control unit 32 proceeds to step S74.

[0196] In the fifth embodiment, the control unit 32 can change the rate of increase of the output torque TA of the motor 22 according to the change in the inclination angle D of the bicycle 10. For example, if the rate of increase of the inclination angle D of the bicycle 10 increases on an incline, the control unit 32 increases the rate of increase of the output torque TA of the motor 22. If the rate of increase of the inclination angle D of the bicycle 10 increases on a decline, the control unit 32 decreases the rate of increase of the output torque TA of the motor 22. For example, after the control unit 32 changes the rate of increase of the output torque TA in step S73, S75, or step S76 from Fig. 14 sets the control unit 32 to step S85, which is in Fig. Figure 23 shows that in step S85, the control unit 32 determines whether the pitch angle DA has become greater than zero and whether the rate of increase of the pitch angle DA has increased. If the control unit 32 determines that the pitch angle DA is greater than zero and that the rate of increase of the pitch angle DA has increased, the control unit 32 proceeds to step S86. In step S86, the control unit 32 increases the rate of increase of the output torque TA and then proceeds to step S78. If, in step S85, the control unit 32 indicates at least one of two determinations: that the pitch angle DA is less than or equal to zero and that the rate of increase of the pitch angle DA has not increased, the control unit 32 proceeds to step S87.In step S87, the control unit 32 determines whether the pitch angle DA is less than zero and whether the rate of decrease of the pitch angle DA has increased. If the control unit 32 determines that the pitch angle DA is less than zero and that the rate of decrease of the pitch angle DA has increased, the control unit 32 proceeds to step S88. In step S88, the control unit 32 reduces the rate of increase of the output torque TA and proceeds to step S78. In step S78, the control unit 32 repeats the processes from step S85 until the output torque TA becomes greater than or equal to the second torque TY2. If the control unit 32 determines in step S78 that the output torque TA has become greater than or equal to the second torque TY2, the control unit 32 proceeds to step S79.If, in step S87, the control unit 32 indicates at least one of a determination that the pitch angle DA is zero or greater, and a determination that the rate of decrease of the pitch angle DA has not increased, the control unit 32 proceeds to step S78.

[0197] In the modified version in Fig. In the example shown in 23, steps S87 and S88 can be omitted from the flowchart. In this case, if the control unit 32 indicates at least one of the following in step S85: that the pitch angle DA is zero or less, and that the rate of increase of the pitch angle DA has not increased, the control unit 32 proceeds to step S78.

[0198] In the modified version in Fig. In the example shown in 23, steps S85 and S86 can be omitted from the flowchart. In this case, the control unit 32 executes the process from step S77 and then proceeds to step S87. In the sixth embodiment, the control unit 32 does not need to change the response speed R. More specifically, it does not change in step S92. Fig. 17, the control unit 32 changes the response speed Q, but does not change the response speed R.

[0199] In the sixth embodiment, the control unit 32 can change the response speeds R and Q after the control unit 32 is supplied with energy and before the bicycle 10 begins to move. For example, in the flowchart of Fig. Steps S91 and S92 are reversed. In this case, if bicycle 10 stops, control unit 32 can execute the process of step S92. Control unit 32 proceeds to step S91 when bicycle 10 starts moving. If control unit 32 determines in step S91 that bicycle 10 has started moving, control unit 32 proceeds to step S93.

[0200] In the seventh embodiment, the control unit 32 does not need to change the response speed R. More specifically, this is changed in step S96 of Fig. 18, the control unit 32 changes the response speed Q, but does not change the response speed R.

[0201] In the seventh embodiment, the control unit 32 can change the response speeds R and Q after the control unit 32 is supplied with energy and before the vehicle speed V becomes greater than zero and less than or equal to the initial speed V1. For example, in the flowchart of Fig. Steps S95 and S96 can be reversed. In this case, if the bicycle 10 stops, the control unit 32 can execute the process of step S96. If the control unit 32 determines in step S95 that the vehicle speed V is less than or equal to the initial speed V1, the control unit 32 proceeds to step S97.

[0202] The control unit 32 can change the response speeds R and Q according to changes in the incline angle D of the bicycle 10. In a case where the rate of increase of the incline angle D of the bicycle 10 increases on an incline, the control unit 32 increases the response speed Q if the manual driving force T increases on an incline. In a case where the rate of increase of the incline angle D of the bicycle 10 increases on an incline, the control unit 32 decreases the response speed R. For example, the control unit 32 performs the following actions: Fig. The control unit 32, shown in Figure 24, performs the following steps: In step S101, the control unit 32 determines whether the pitch angle DA is greater than zero and whether the rate of increase of the pitch angle DA has increased. If the control unit 32 determines that the pitch angle DA is greater than zero and that the rate of increase of the pitch angle DA has increased, the control unit 32 proceeds to step S102. In step S102, the control unit 32 decreases the response speed R and increases the response speed Q. Then the control unit 32 terminates the process. If, in step S101, the control unit 32 indicates at least one determination that the pitch angle DA is zero or less than zero and at least one determination that the rate of increase of the pitch angle DA has not increased, the control unit 32 proceeds to step S103.In step S103, the control unit 32 determines whether the pitch angle DA is less than zero and whether the rate of decay of the pitch angle DA has increased. If the control unit 32 determines that the pitch angle DA is less than zero and that the rate of decay of the pitch angle DA has increased, the control unit 32 proceeds to step S104. In step S104, the control unit 32 increases the response rate R and decreases the response rate Q. If, in step S103, the control unit 32 indicates at least one determination that the pitch angle DA is zero or greater and at least one determination that the rate of decay of the pitch angle DA has not increased, the control unit 32 terminates the process without changing the response rates R and Q.In this modified example, after changing the response speeds R and Q in step S102 and step S104, the control unit 32 can reset the response speeds R and Q to their original values ​​after a predetermined period.

[0203] In the modified version in Fig. In the example shown in step 24, steps S103 and S104 can be omitted from the flowchart. In this case, if the control unit 32 in step S101 specifies at least one of the following: that the pitch angle DA is zero or less, and that the rate of increase of the pitch angle DA does not increase, the control unit 32 terminates the process.

[0204] In the modified version in Fig. In the example shown in Figure 24, steps S101 and S102 can be omitted from the flowchart. In this case, control unit 32 executes the process of step S103 when control unit 32 is supplied with power.

[0205] If the inclination angle D of the bicycle 10 changes from an angle corresponding to an incline to a third angle DX3 or greater, corresponding to a decline, during a first period, the control unit 32 can decrease the response speed Q when the manual drive force T increases. If the inclination angle D of the bicycle 10 changes from an angle corresponding to an incline to a third angle DX3 or greater, corresponding to a decline, during the first period, the control unit 32 can increase the response speed R. Preferably, the first period can be set to a range of one to ten seconds. In an example, the first period is set to three seconds. Preferably, the first period is pre-stored in the memory 34. The memory 34 is configured to allow changes to the first period.For example, actuating the actuating unit 14 or using an external device changes the first period stored in the memory 34. For example, the control unit 32 executes the in . Fig. The control unit 32, shown in Figure 25, performs the following steps: In step S105, the control unit 32 determines whether the pitch angle DA has changed from an angle greater than zero to the third angle DX3 or less, which is less than zero. If the control unit 32 determines that the pitch angle DA has changed from an angle greater than zero to the third angle DX3 or less, which is less than zero, the control unit 32 proceeds to step S106. In step S106, the control unit 32 increases the response speed R and decreases the response speed Q. The control unit then terminates the process. If the control unit 32 determines in step S105 that the pitch angle DA has not changed from an angle greater than zero to the third angle DX3 or less, which is less than zero, the control unit 32 terminates the process without changing the response speeds R and Q.In this modified example, after changing the response speeds R and Q in step S106, the control unit 32 can reset the response speeds R and Q to their original values ​​after a predetermined period. This is shown in the flowchart of... Fig. 25 The control unit 32 does not need to change the response speed R.

[0206] The control unit 32 can obtain the inclination angle D using the global positioning system (GPS) and map information that includes altitude data. Furthermore, the control unit 32 can include an altitude sensor that detects atmospheric pressure. In this case, the control unit 32 can accurately obtain the inclination angle D using the altitude sensor output in addition to the GPS information. An inclination detector can include a GPS receiver, a memory module that stores map information, and an altitude sensor. The inclination angle D information obtained from the GPS can be transmitted to the control unit 32, for example, via a bicycle computer, a smartphone, or similar device. The rider can also input the inclination angle D into the control unit 32.

[0207] The low-pass filter 52 can be replaced by a moving average filter. As long as the response speed R of the motor 22 can be changed with respect to a change in the manual drive force T, any desired structure can be used.

[0208] The control unit 32 can calculate the tilt angle D based on the manual driving force T and the crank rotation speed N. In this case, for example, the control unit 32 calculates a large pitch angle DA when the manual driving force T is high and the crank rotation speed N is low. More specifically, the control unit 32 determines that the tilt angle D is large on an incline when the manual driving force T is high and the crank rotation speed N is low, and determines that the tilt angle D is large on a decline when the manual driving force T is low and the crank rotation speed N is high. Furthermore, in this modified example, the tilt angle D can be calculated using the speed of the bicycle 10 in addition to the manual driving force T and the crank rotation speed N.

[0209] The control unit 32 can estimate the crank rotation speed N using the speed of the bicycle 10. For example, the control unit 32 can estimate the crank rotation speed N using the wheel diameter and the gear ratio of the bicycle 10. REFERENCE MARK 10 bicycles 12 Drive mechanism 12A crank 12D pedals 12B Crankshaft 12C crank arms 14 Actuating unit 16 battery 18 Auxiliary device 20 driver circuit 22 Engine 30 (bicycle) control 32 Control unit 34 storage 36 Tilt detector 36A three-axis gyroscope sensor 36B tri-axis accelerometer 38 Torque sensor 40 Rotation angle sensor 40A first element 40B second element 42 Mode switching unit 44 Calculation unit for manual drive force 46 Increase-Decrease Determinant Unit 48 correction units 50 performance calculation unit 52 low-pass filters 54 Response speed adjustment unit CX corrected value D inclination angle D1 first (predetermined) angle D2 second (predetermined) angle DA pitch angle DA1 first pitch angle DA2 second pitch angle DA3 third pitch angle DA4 fourth pitch angle DA5 fifth pitch angle DA6 sixth pitch angle DA7 seventh pitch angle DA8 eighth pitch angle DB roll angle DC yaw angle DX1 first predetermined angle DX3 third angle K time constant K1 first predetermined value K2 second predetermined value M1 first magnet M2 second magnet N Crank rotation speed N1 first speed N2 second speed PX predetermined period PX1 predetermined period PX2 predetermined period Q response speed QX Initial value R Response speed R1 first value R2 second value RX output value T manual drive force TA output torque TD corrected power TY predetermined torque TY1 first torque TY2 second torque TM Engine Performance TX corrected drive force TZ1 first value TZ2 second value TZ3 third value V Vehicle speed V1 first speed V2 second speed

Claims

[1] Bicycle steering (30), comprising: a control unit (32) designed to control a motor (22) that assists the drive of a bicycle (10) according to the manual drive force (T), wherein the control unit (32) changes the response speed (R) of the motor (22) in relation to a change in the manual drive force (T) according to the inclination angle (D) of the bicycle (10), and wherein the control unit (32) changes the response speed (R) in a case in which the manual drive force (T) decreases. [2] Bicycle control (30) according to claim 1, wherein the control unit (32) reduces the response speed (R) in a case where the inclination angle (D) of the bicycle (10) increases on an incline. [3] Bicycle control (30) according to claim 1 or 2, wherein the control unit (32) increases the response speed (R) in a case where the inclination angle (D) of the bicycle (10) increases on a slope. [4] Bicycle steering (30), comprising: a control unit (32) designed to control a motor (22) that assists the drive of a bicycle (10) according to the manual drive force (T), wherein the control unit (32) changes the response speed (R) of the motor (22) in relation to a change in the manual drive force (T) according to the inclination angle (D) of the bicycle (10), and wherein the control unit (32) changes the response speed (R) in a case where the manual driving force (T) increases. [5] Bicycle control (30) according to claim 4, wherein the control unit (32) increases the response speed (R) in a case where the inclination angle (D) of the bicycle (10) increases on an incline. [6] Bicycle control (30) according to claim 4 or 5, wherein the control unit (32) reduces the response speed (R) in a case where the inclination angle (D) of the bicycle (10) increases on a slope. [7] Bicycle control according to any one of claims 1 to 6, wherein the control unit (32) changes the response speed (R) stepwise according to the inclination angle (D) of the bicycle (10). [8] Bicycle control (30) according to any one of claims 1 to 7, wherein the control unit (32) determines the response speed (R) in a case where the inclination angle (D) of the bicycle (10) on a slope is greater than or equal to a first angle. [9] Bicycle control (30) according to any one of claims 1 to 8, wherein the control unit (32) determines the response speed (R) in a case where the inclination angle (D) of the bicycle (10) on a slope is greater than or equal to a second angle. [10] Bicycle control (30) according to any one of claims 1 to 9, wherein the control unit (32) adjusts the response speed (R) for a case in which a vehicle speed (V) of the bicycle (10) is less than or equal to a first speed, such that it differs from the response speed for a case in which the vehicle speed (V) of the bicycle (10) exceeds the first speed. [11] Bicycle control (30) according to any one of claims 1 to 10, wherein the control unit (32) changes the response speed (R) according to a change in the tilt angle (D) of the bicycle (10). [12] Bicycle control (30) according to claim 11, wherein, when the rate of increase of the inclination angle (D) of the bicycle (10) increases on an incline, the control unit (32) increases the response rate (R) in a case where the manual driving force (T) increases. [13] Bicycle control (30) according to claim 11 or 12, wherein, when the inclination angle (D) of the bicycle (10) changes during a first period from an angle corresponding to an incline to a third angle or more corresponding to a decline, the control unit (32) reduces the response speed (R) in a case where the manual driving force (T) increases. [14] Bicycle control (30) according to any one of claims 1 to 13, wherein the control unit (32) changes the response speed (R) according to the rotational speed (N) of a crank (12A) of the bicycle (10). [15] Bicycle control (30) according to claim 14, wherein the control unit (32) is configured to control the motor (22) in a first mode which reduces the response speed (R) when the rotational speed (N) of the crank (12A) increases. [16] Bicycle control (30) according to claim 15, wherein the control unit (32) determines the response speed (R) in the first mode in a case where the rotational speed (N) of the crank (12A) is higher than or equal to a first speed. [17] Bicycle control (30) according to claim 14, wherein the control unit (32) is configured to control the motor (22) in a second mode which increases the response speed (R) when the rotational speed (N) of the crank (12A) increases. [18] Bicycle control (30) according to claim 17, wherein the control unit (32) determines the response speed (R) in the second mode in a case where the rotational speed (N) of the crank (12A) is higher than or equal to a second speed. [19] Bicycle control (30) according to claim 15 or 16, wherein the control unit (32) is configured to control the motor (22) in a second mode which increases the response speed (R) when the rotational speed (N) of the crank (12A) increases. [20] Bicycle control (30) according to claim 19, wherein the control unit (32) determines the response speed (R) in the second mode in a case where the rotational speed (N) of the crank (12A) is higher than or equal to a second speed. [21] Bicycle control (30) according to claim 19 or 20, wherein the control unit (32) is configured to switch between the first mode and the second mode according to the actuation of an actuating unit (14) which is configured to communicate with the control unit (32). [22] Bicycle control (30) according to one of claims 1 to 21, wherein the control unit (32) changes the response speed with a low-pass filter (52). [23] Bicycle steering (30), comprising: a control unit (32) designed to control a motor (22) that assists the drive of a bicycle (10) according to the actuation of an actuating unit (14) provided on the bicycle (10), wherein the control unit (32) changes the rate of increase of an output torque of the motor (22) according to at least one of an inclination angle (D) of the bicycle (10) and a change quantity of the inclination angle (D) of the bicycle (10). [24] Bicycle control (30) according to claim 23, wherein the control unit (32) increases the rate of increase of the output torque of the motor (22) in a case in which the inclination angle (D) of the bicycle (10) increases on an incline. [25] Bicycle control (30) according to claim 23 or 24, wherein the control unit (32) reduces the rate of increase of the output torque of the motor (22) in a case where the inclination angle (D) of the bicycle (10) increases on a slope. [26] Bicycle control (30) according to one of claims 23 to 25, wherein the control unit (32) increases the rate of increase of the output torque of the motor (22) in a case in which the rate of increase of the inclination angle (D) of the bicycle (10) increases on an incline. [27] Bicycle control (30) according to one of claims 23 to 26, wherein the control unit (32) reduces the rate of increase of the output torque of the motor (22) in a case where the rate of increase of the inclination angle (D) of the bicycle (10) increases on a slope. [28] Bicycle steering (30), comprising: a control unit (32) designed to control a motor (22) that assists the drive of a bicycle (10), wherein the control unit (32) controls the output torque of the motor (22) so that it is less than or equal to a predetermined torque, and the predetermined torque is changed according to the inclination angle (D) of the bicycle (10). [29] Bicycle control (30) according to claim 28, wherein the predetermined torque includes a first torque, the control unit (32) is designed to control the motor (22) according to the manual drive force (T), the control unit (32) controls the output torque of the motor (22) such that it is less than or equal to the first torque when the control unit (32) controls the motor (22) according to the manual drive force (T), and the first torque is changed according to the inclination angle (D) of the bicycle (10). [30] Bicycle control (30) according to claim 29, wherein the control unit (32) increases the first torque in a case in which the inclination angle (D) of the bicycle (10) increases on an incline. [31] Bicycle control (30) according to one of claims 28 to 30, wherein the predetermined torque includes a second torque, the control unit (32) is designed to control the motor (22) according to the actuation of an actuating unit (14) provided on the bicycle (10), the control unit (32) controls the output torque of the motor (22) so that it is less than or equal to the second torque when the control unit (32) controls the motor (22) according to the actuation of the actuating unit (14), and the second torque is changed according to the inclination angle (D) of the bicycle (10). [32] Bicycle control (30) according to claim 31, wherein the control unit (32) increases the second torque in a case where the inclination angle (D) of the bicycle (10) increases on an incline. [33] Bicycle control (30) according to one of claims 1 to 32, further comprising an inclination detector (36) which detects the inclination angle (D) of the bicycle (10). [34] Bicycle control (30) according to one of claims 1 to 22, 29 and 30, wherein the control unit (32) calculates the inclination angle (D) based on the manual drive force (T) and the rotational speed (N) of a crank (12A) of the bicycle (10). [35] Bicycle steering (30), comprising: a control unit (32) designed to control a motor (22) that assists the drive of a bicycle (10) according to the manual drive force (T), wherein the control unit (32) adjusts the response speed (R) of the motor (22) with respect to the change in the manual driving force (T) for a case in which a vehicle speed (V) of the bicycle (10) is less than or equal to a first speed, that it differs from the response speed (R) in a case where the vehicle speed (V) of the bicycle (10) exceeds the first speed, and wherein the control unit (32) sets the response speed (R) in the case where the vehicle speed (V) of the bicycle (10) is less than or equal to the first speed, such that it is higher than the response speed (R) in the case where the vehicle speed (V) of the bicycle (10) exceeds the first speed. [36] Bicycle steering (30), comprising: a control unit (32) designed to control a motor (22) that assists the drive of a bicycle (10) according to the manual drive force (T), wherein the control unit (32) adjusts the response speed (R) of the motor (22) with respect to a change in the manual drive force input for the bicycle (10) for a case within a predetermined period, from a time at which the bicycle (10) starts to move, such that it differs from the response speed (R) for a case in which the predetermined period has elapsed. [37] Bicycle control (30) according to claim 36, wherein the control unit (32) adjusts the response speed (R) for the case within the predetermined period, from the time at which the bicycle (10) starts to move, such that it is higher than the response speed (R) for the case in which the predetermined period has elapsed.

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