Control device for human-power drive vehicle

Abstract

To provide a control device for a human-power drive vehicle, capable of contributing to usability.SOLUTION: A control device for a human-power drive vehicle includes a control section configured to control a motor for applying propulsion force to the human-power drive vehicle. The control section controls the motor in a first control state in at least one of: a case where a rotational speed of an input rotational shaft of the human-power drive vehicle is lower than or equal to a first rotational speed; human-power driving force input to the human-power drive vehicle is greater than or equal to first driving force; and a transmission ratio in a power transmission path between the input rotational shaft and a wheel of the human-power drive vehicle is equal to a seventh ratio; and a case where the human-power drive vehicle starts traveling, and the transmission ratio is equal to the seventh ratio. The control section controls the motor in a second control state different from the first control state in at least one of: a case where the rotational speed of the input rotational shaft is lower than or equal to the first rotational speed; the human-power driving force is greater than or equal to the first driving force; and the transmission ratio is equal to an eighth ratio different from the seventh ratio; and a case where the human-power drive vehicle starts traveling, and the transmission ratio is equal to the eighth ratio.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a control device for a human-powered vehicle.

Background Art

[0002] For example, Patent Document 1 discloses a control device for a human-powered vehicle. The control device for a human-powered vehicle in Patent Document 1 controls a motor that assists in propelling a human-powered vehicle in accordance with the human driving force input to the human-powered vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] One object of the present invention is to provide a control device for a human-powered vehicle that can improve usability.

Means for Solving the Problems

[0005] A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, including a control unit configured to control a motor that applies a driving force to the human-powered vehicle in accordance with the human driving force input to the human-powered vehicle, wherein the control unit changes at least one of a maximum value of the output of the motor, a first change rate of the increase rate of the output of the motor with respect to the increase rate of the human driving force, and a second change rate of the decrease rate of the output of the motor with respect to the decrease rate of the human driving force according to transmission information regarding a transmission ratio in a power transmission path between an input rotation shaft of the human-powered vehicle and a wheel of the human-powered vehicle, and controls the motor. According to the control device of the first aspect, according to the shift information, at least one of the maximum value of the output of the motor, the first change rate of the increase rate of the output of the motor with respect to the increase rate of the input driving force, and the second change rate of the decrease rate of the output of the motor with respect to the decrease rate of the input driving force can be set to a suitable value, so that the usability can be improved.

[0006] In the control device of the second aspect according to the first aspect of the present disclosure, when the power-driven vehicle starts running, when the rotational speed of the input rotating shaft is equal to or lower than the first rotational speed, when the vehicle speed of the power-driven vehicle is equal to or lower than the first speed, and when the rotational speed of the input rotating shaft is equal to or lower than the first rotational speed and the input driving force is equal to or higher than the first driving force, in at least one of these cases, according to the shift information, the maximum value of the output of the motor, the first change rate of the increase rate of the output of the motor with respect to the increase rate of the input driving force, and the second change rate of the decrease rate of the output of the motor with respect to the decrease rate of the input driving force, at least one of them is changed to control the motor. According to the control device of the second aspect, when the power-driven vehicle starts running, when the rotational speed of the input rotating shaft is equal to or lower than the first rotational speed, when the vehicle speed of the power-driven vehicle is equal to or lower than the first speed, and when the rotational speed of the input rotating shaft is equal to or lower than the first rotational speed and the input driving force is equal to or higher than the first driving force, in at least one of these cases, the motor can be suitably controlled.

[0007] In the control device of the third aspect according to the first or second aspect of the present disclosure, the control unit controls the motor so as to change the maximum value of the output of the motor according to the shift information, and controls the motor so that the maximum value of the output of the motor when the shift ratio is smaller than the first ratio is decreased compared to the maximum value of the output of the motor when the shift ratio is equal to or higher than the first ratio. According to the control device of the third aspect, when the shift ratio decreases, the rotational torque of the wheels due to the input driving force increases, but by decreasing the maximum value of the output of the motor, it is possible to suppress the rotational torque of the wheels from increasing too much.

[0008] In the control device according to any one of the first to third aspects of the present disclosure, the control unit controls the motor to change the maximum value of the output of the motor according to the shift information, and increases the maximum value of the output of the motor when the shift ratio is greater than the second ratio to be greater than the maximum value of the output of the motor when the shift ratio is less than or equal to the second ratio. Control the motor. According to the control device of the fourth aspect, when the gear ratio increases, the rotational torque required to rotate the input shaft increases, but by increasing the maximum value of the output of the motor, the increase in the load felt by the rider can be reduced.

[0009] In the control device according to any one of the first to fourth aspects of the present disclosure, the control unit controls the motor to change the first change rate of the increase rate of the output of the motor with respect to the increase rate of the human driving force according to the shift information, and the shift ratio is When it is smaller than the third ratio, the first change rate of the increase rate of the output of the motor with respect to the increase rate of the human driving force is made smaller than the first change rate of the increase rate of the output of the motor with respect to the increase rate of the human driving force when the shift ratio is greater than or equal to the third ratio. Control the motor. According to the control device of the fifth aspect, when the gear ratio decreases, the rotational torque of the wheels due to the human driving force increases, but by reducing the first change rate of the increase rate of the output of the motor with respect to the increase rate of the human driving force, it is possible to suppress the rotational torque of the wheels from increasing too much.

[0010] In the control device according to any one of the first to fifth aspects of the present disclosure, the control unit controls the motor to change the first change rate of the increase rate of the output of the motor with respect to the increase rate of the human driving force according to the shift information, and the shift ratio is When it is greater than the fourth ratio, the first change rate of the increase rate of the output of the motor with respect to the increase rate of the human driving force is made greater than the first change rate of the increase rate of the output of the motor with respect to the increase rate of the human driving force when the shift ratio is less than or equal to the fourth ratio. Control the motor. According to the control device of the sixth aspect, when the gear ratio increases, the rotational torque required to rotate the input rotating shaft increases. However, by increasing the first change rate of the increase rate of the motor output with respect to the increase rate of the human driving force, an increase in the load felt by the rider can be reduced.

[0011] In the control device of the seventh aspect according to any one of the first to sixth aspects of the present disclosure, the control unit controls the motor so as to change the second change rate of the decrease rate of the motor output with respect to the decrease rate of the human driving force according to the shift information, and when the gear ratio is smaller than the fifth ratio, the second change rate of the decrease rate of the motor output with respect to the decrease rate of the human driving force is increased compared to the second change rate of the decrease rate of the motor output with respect to the decrease rate of the human driving force when the gear ratio is equal to or greater than the fifth ratio, and the motor is controlled accordingly. According to the control device of the seventh aspect, when the gear ratio decreases, the rotational torque of the wheels due to the human driving force increases. However, by increasing the second change rate of the decrease rate of the motor output with respect to the decrease rate of the human driving force, it becomes easier for the user to control the vehicle.

[0012] In the control device of the eighth aspect according to any one of the first to seventh aspects of the present disclosure, the control unit controls the motor so as to change the second change rate of the decrease rate of the motor output with respect to the decrease rate of the human driving force according to the shift information, and when the gear ratio is greater than the sixth ratio, the second change rate of the decrease rate of the motor output with respect to the decrease rate of the human driving force is increased compared to the second change rate of the decrease rate of the motor output with respect to the decrease rate of the human driving force when the gear ratio is equal to or less than the sixth ratio, and the motor is controlled accordingly. According to the control device of the eighth aspect, when the gear ratio increases, the rotational torque required to rotate the input rotating shaft increases. However, by increasing it more than the second change rate of the decrease rate of the motor output with respect to the decrease rate of the human driving force, the load felt by the user can be reduced.

[0013] In the control device according to any one of the first to eighth aspects of the present disclosure, the control unit controls the motor such that the control state of the motor in a predetermined period after the human-powered vehicle starts running is different from the control state of the motor after the elapse of the predetermined period. According to the control device of the ninth aspect, the control state of the motor in a predetermined period after the human-powered vehicle starts running and the control state of the motor after the elapse of the predetermined period can be set to suitable control states, respectively.

[0014] The control device according to the tenth aspect of the present disclosure is a control device for a human-powered vehicle, and includes a control unit configured to control a motor that applies a driving force to the human-powered vehicle. The control unit controls the motor in a first control state in at least one of the cases where the rotational speed of the input rotation shaft of the human-powered vehicle is equal to or lower than a first rotational speed, the human driving force input to the human-powered vehicle is equal to or higher than a first driving force, and the gear ratio in the power transmission path between the input rotation shaft and the wheels of the human-powered vehicle is a seventh ratio, and in the case where the human-powered vehicle starts running and the gear ratio is the seventh ratio. The control unit controls the motor in a second control state different from the first control state in at least one of the cases where the rotational speed of the input rotation shaft is equal to or lower than the first rotational speed, the human driving force is equal to or higher than the first driving force, and the gear ratio is an eighth ratio different from the seventh ratio, and in the case where the human-powered vehicle starts running and the gear ratio is the eighth ratio. According to the control device of the tenth aspect, when the rotational speed of the input rotation shaft of the human-powered vehicle is equal to or lower than the first rotational speed and the human driving force input to the human-powered vehicle is equal to or higher than the first driving force, and when the human-powered vehicle starts running, the motor can be suitably controlled according to the gear ratio, so that the usability can be improved.

[0015] In the control device according to the eleventh aspect according to the tenth aspect of the present disclosure, the eighth ratio is larger than the seventh ratio, and the control unit, in the second control state, controls the motor according to the input driving force input to the human-powered vehicle such that the assist ratio of the assist force by the motor with respect to the input driving force increases more than the assist ratio in the first control state. According to the control device of the eleventh aspect, when the gear ratio increases, the rotational torque required to rotate the input rotating shaft increases, but by increasing the assist ratio of the assist force by the motor with respect to the input driving force, the load felt by the user can be reduced.

[0016] In the control device according to the twelfth aspect according to the tenth or eleventh aspect of the present disclosure, the eighth ratio is larger than the seventh ratio, and the control unit, in the second control state, controls the motor according to the input driving force input to the human-powered vehicle such that the maximum value of the output of the motor increases more than the maximum value of the output of the motor in the first control state. According to the control device of the twelfth aspect, when the gear ratio increases, the rotational torque required to rotate the input rotating shaft increases, but by increasing the maximum value of the output of the motor, the load felt by the user can be reduced.

[0017] In the control device according to the thirteenth aspect according to any one of the tenth to twelfth aspects of the present disclosure, the eighth ratio is larger than the seventh ratio, and the control unit, in the second control state, controls the motor according to the input driving force input to the human-powered vehicle such that a first change rate of the increase rate of the output of the motor with respect to the increase rate of the input driving force is greater than the first change rate of the increase rate of the output of the motor with respect to the increase rate of the input driving force in the first control state. According to the control device of the thirteenth aspect, when the gear ratio increases, the rotational torque required to rotate the input rotating shaft increases, but by increasing the first change rate of the increase rate of the output of the motor with respect to the increase rate of the input driving force, the load felt by the user can be reduced.

[0018] In the control device of the fourteenth aspect according to any one of the tenth to thirteenth aspects of the present disclosure, the eighth ratio is larger than the seventh ratio, and in the second control state, the control unit controls the motor according to the input driving force input to the human-powered vehicle such that a second change rate of a decrease rate of the output of the motor with respect to a decrease rate of the input driving force is decreased compared to the second change rate of the decrease rate of the output of the motor with respect to the decrease rate of the input driving force in the first control state. According to the control device of the fourteenth aspect, when the gear ratio increases, the rotational torque required to rotate the input rotating shaft increases, but by decreasing the second change rate of the decrease rate of the output of the motor with respect to the decrease rate of the input driving force, the load felt by the user can be reduced.

[0019] In the control device of the fifteenth aspect according to any one of the tenth to fourteenth aspects of the present disclosure, the control unit controls the motor in the second control state when the rotational speed of the input rotating shaft of the human-powered vehicle is greater than the first rotational speed and the gear ratio is the seventh ratio, or when the input driving force input to the human-powered vehicle is less than the first driving force and the gear ratio is the seventh ratio. According to the control device of the fifteenth aspect, when the gear ratio is the seventh ratio and while the motor is being controlled in the first control state, the control device changes from the first control state to the second control state according to the rotational speed of the input rotating shaft of the human-powered vehicle or the input driving force input to the human-powered vehicle, so that the motor can be suitably controlled according to the driving situation.

[0020] A control device according to a 16th aspect of the present disclosure is a control device for a human - powered vehicle, and includes a control unit configured to control a motor that applies a driving force to the human - powered vehicle. When the rotational speed of the input rotation shaft of the human - powered vehicle is equal to or less than a first rotational speed, the human - driving force input to the human - powered vehicle is equal to or greater than a first driving force, and the inclination angle of the human - powered vehicle is equal to a first angle, the control unit controls the motor in a third control state. When the rotational speed of the input rotation shaft is equal to or less than the first rotational speed, the human - driving force is equal to or greater than the first driving force, and the inclination angle of the human - powered vehicle is a second angle different from the first angle, the control unit controls the motor in a fourth control state different from the third control state. According to the control device of the 16th aspect, when the rotational speed of the input rotation shaft of the human - powered vehicle is equal to or less than the first rotational speed and the human - driving force input to the human - powered vehicle is equal to or greater than the first driving force, the motor can be suitably controlled according to the inclination angle of the human - powered vehicle, so that user - friendliness can be improved.

[0021] In a control device of a 17th aspect according to the 16th aspect of the present disclosure, the inclination angle is the pitch angle of the human - powered vehicle when the human - powered vehicle is traveling uphill. The first angle is larger than the second angle. The control unit controls the motor such that the maximum value of the output of the motor in the third control state is larger than the maximum value of the output of the motor in the fourth control state. According to the control device of the 17th aspect, when the human - powered vehicle is traveling uphill, the larger the pitch angle, the greater the load felt by the user. However, when the pitch angle increases, the maximum value of the output of the motor is increased, so that the load felt by the user can be reduced.

[0022] In a control device of an 18th aspect according to the 16th aspect of the present disclosure, the inclination angle is the pitch angle of the human - powered vehicle when the human - powered vehicle is traveling downhill. The first angle is larger than the second angle. The control unit controls the motor such that the maximum value of the output of the motor in the third control state is smaller than the maximum value of the output of the motor in the fourth control state. According to the control device of the 18th aspect, when the human-powered vehicle travels downhill, the greater the pitch angle, the smaller the load felt by the user. However, when the pitch angle increases, the maximum value of the motor output is decreased, so that power consumption can be suppressed.

[0023] In the control device of the 19th aspect according to the 17th or 18th aspect of the present disclosure, when the rotational speed of the input rotation shaft is greater than the first rotational speed and the inclination angle is the first angle, or when the human driving force input to the human-powered vehicle is less than the first driving force and the inclination angle is the first angle, the control unit controls the motor in the fourth control state. According to the control device of the 19th aspect, while the inclination angle is the first angle and the motor is being controlled in the third control state, depending on the rotational speed of the input rotation shaft or the human driving force input to the human-powered vehicle, the control device changes from the third control state to the fourth control state, so that the motor can be suitably controlled according to the driving situation.

[0024] The control device according to the 20th aspect of the present disclosure is a control device for a human-powered vehicle, and includes a control unit configured to control a motor that applies a driving force to the human-powered vehicle. The control unit controls the motor according to information on a gear ratio in a power transmission path between an input rotation shaft of the human-powered vehicle and a wheel of the human-powered vehicle, and information on an inclination angle of the human-powered vehicle. According to the control device of the 20th aspect, the motor is controlled according to both information on the gear ratio in the power transmission path between the input rotation shaft of the human-powered vehicle and the wheel of the human-powered vehicle and information on the inclination angle of the human-powered vehicle. Therefore, the motor is suitably controlled according to the driving situation, and usability can be improved.

[0025] In the control device of the 21st aspect according to the 20th aspect of the present disclosure, the inclination angle of the human-powered vehicle is the pitch angle of the human-powered vehicle when the human-powered vehicle travels uphill, and the control unit is configured such that when the gear ratio is equal to or less than the 9th ratio and the inclination angle is equal to or greater than the 3rd angle, or when the gear ratio is equal to or less than the 9th ratio and the inclination angle is less than the 3rd angle, or when the gear ratio is greater than the 9th ratio and the inclination angle is equal to or greater than the 3rd angle, the assist ratio of the assist force by the motor with respect to the human driving force input to the human-powered vehicle, the maximum value of the output of the motor, and the first change rate of the increase rate of the output of the motor with respect to the increase rate of the human driving force, at least one of them is increased to control the motor. According to the control device of the 21st aspect, when the human-powered vehicle travels uphill, the larger the pitch angle, the greater the load felt by the user. However, when the gear ratio is equal to or less than the 9th ratio and the pitch angle increases, at least one of the assist ratio of the assist force by the motor with respect to the human driving force input to the human-powered vehicle, the maximum value of the output of the motor, and the first change rate of the increase rate of the output of the motor with respect to the increase rate of the human driving force is increased, so that the load felt by the user can be reduced. According to the control device of the 21st aspect, when the user reduces the load by decreasing the gear ratio from a value greater than the 9th ratio to equal to or less than the 9th ratio, the rotational torque required to rotate the input rotating shaft decreases. Furthermore, by increasing at least one of the assist ratio of the assist force by the motor with respect to the human driving force input to the human-powered vehicle, the maximum value of the output of the motor, and the first change rate of the increase rate of the output of the motor with respect to the increase rate of the human driving force, the load felt by the user can be further reduced.

[0026] In the control device of the 22nd aspect according to the 20th or 21st aspect of the present disclosure, the inclination angle of the human-powered vehicle is the pitch angle of the human-powered vehicle when the human-powered vehicle is traveling uphill, and the control unit is configured such that when the gear ratio is equal to or less than the 10th ratio and the inclination angle is equal to or greater than the 4th angle, or when the gear ratio is equal to or less than the 10th ratio and the inclination angle is less than the 4th angle, or when the gear ratio is greater than the 10th ratio and the inclination angle is equal to or greater than the 4th angle, the motor is controlled so as to decrease a second change rate of a decrease rate of the output of the motor with respect to a decrease rate of the human driving force input to the human-powered vehicle. According to the control device of the 22nd aspect, when the human-powered vehicle is traveling uphill, the larger the pitch angle, the greater the load felt by the user. However, when the gear ratio is equal to or less than the 10th ratio, as the pitch angle increases, the second change rate of the decrease rate of the output of the motor with respect to the decrease rate of the human driving force input to the human-powered vehicle is decreased, so that the load felt by the user can be reduced. According to the control device of the 22nd aspect, when the gear ratio decreases from a value greater than the 10th ratio to equal to or less than the 10th ratio, the rotational torque required to rotate the input rotating shaft decreases. Further, by decreasing the second change rate of the decrease rate of the output of the motor with respect to the decrease rate of the human driving force input to the human-powered vehicle, the load felt by the user can be further reduced.

[0027] A control device according to a 23rd aspect of the present disclosure is a control device for a human-powered vehicle, including a control unit configured to control a motor that applies a driving force to the human-powered vehicle. The control unit controls the motor in a fifth control state when the rotational speed of the input rotation shaft of the human-powered vehicle is equal to or lower than a first rotational speed and the human driving force input to the human-powered vehicle is equal to or greater than a first driving force, and controls the motor in a sixth control state when the rotational speed of the input rotation shaft is greater than the first rotational speed or the human driving force is less than the first driving force. In the fifth control state and the sixth control state, at least one of a maximum value of the output of the motor, a first change rate of the increase rate of the output of the motor with respect to the increase rate of the human driving force, and a second change rate of the decrease rate of the output of the motor with respect to the decrease rate of the human driving force is different. According to the control device of the 23rd aspect, the motor can be suitably controlled in each of the cases where the rotational speed of the input rotation shaft of the human-powered vehicle is equal to or lower than the first rotational speed and the human driving force input to the human-powered vehicle is equal to or greater than the first driving force, and where the rotational speed of the input rotation shaft is greater than the first rotational speed or the human driving force is less than the first driving force, so that the usability can be improved.

[0028] A control device according to a 24th aspect of the present disclosure is a control device for a human-powered vehicle, including a control unit configured to control a motor that applies a driving force to the human-powered vehicle. The control unit controls the motor in a seventh control state when the rotational speed of the input rotation shaft of the human-powered vehicle is equal to or lower than a first rotational speed, the human driving force input to the human-powered vehicle is equal to or greater than a first driving force, and the acceleration in the traveling direction of the human-powered vehicle is less than a first acceleration, and controls the motor in an eighth control state different from the seventh control state when at least one of the rotational speed of the input rotation shaft is greater than the first rotational speed, the human driving force is less than the first driving force, and the acceleration is equal to or greater than the first acceleration. According to the control device of the 24th aspect, when the rotational speed of the input rotating shaft of the human-powered vehicle is equal to or less than the first rotational speed, the human-powered driving force input to the human-powered vehicle is equal to or greater than the first driving force, and the acceleration in the traveling direction of the human-powered vehicle is less than the first acceleration, and when at least one of the rotational speed of the input rotating shaft is greater than the first rotational speed, the human-powered driving force is less than the first driving force, and the acceleration is equal to or greater than the first acceleration, the motor can be preferably controlled, so that the usability can be improved.

[0029] In the control device of the 25th aspect according to the 24th aspect of the present disclosure, in the seventh control state and the eighth control state, the control unit controls the motor such that at least one of the assist ratio of the assist force by the motor with respect to the human-powered driving force, the maximum value of the output of the motor, the first change rate of the increase rate of the output of the motor with respect to the increase rate of the human-powered driving force, and the second change rate of the decrease rate of the output of the motor with respect to the decrease rate of the human-powered driving force is different. According to the control device of the 25th aspect, in each of the seventh control state and the eighth control state, the motor can be controlled such that at least one of the assist ratio of the assist force by the motor with respect to the human-powered driving force, the maximum value of the output of the motor, the first change rate of the increase rate of the output of the motor with respect to the increase rate of the human-powered driving force, and the second change rate of the decrease rate of the output of the motor with respect to the decrease rate of the human-powered driving force becomes a suitable value, so that the usability can be improved.

[0030] In the control device of the 26th aspect according to the 25th aspect of the present disclosure, in the case of the seventh control state, the control unit controls the motor to increase at least one of the assist ratio of the assist force by the motor with respect to the human-powered driving force, the maximum value of the output of the motor, and the first change rate of the increase rate of the output of the motor with respect to the increase rate of the human-powered driving force, compared to the case of the eighth control state. According to the control device of the 26th aspect, in the case of the 7th control state, at least one of the assist ratio of the assist force of the motor with respect to the input driving force, the maximum value of the output of the motor, and the first change rate of the increase rate of the output of the motor with respect to the increase rate of the input driving force can be made larger than in the case of the 8th control state.

[0031] In the control device of the 27th aspect according to the 25th or 26th aspect of the present disclosure, the control unit controls the motor so as to reduce the second change rate of the decrease rate of the output of the motor with respect to the decrease rate of the input driving force in the case of the 7th control state compared to the case of the 8th control state. According to the control device of the 27th aspect, in the case of the 7th control state, the second change rate of the decrease rate of the output of the motor with respect to the decrease rate of the input driving force can be made smaller than in the case of the 8th control state.

[0032] The control device according to the 28th aspect of the present disclosure is a control device for a human-powered vehicle, and includes a control unit configured to control a motor that applies a driving force to the human-powered vehicle. When the rotational speed of the input rotation shaft of the human-powered vehicle is equal to or less than the second rotational speed and the input driving force input to the human-powered vehicle is 40 Nm or more, the control unit controls the motor in the 9th control state. When the rotational speed of the input rotation shaft is greater than the second rotational speed or the input driving force is less than 40 Nm, the control unit controls the motor in the 10th control state different from the 9th control state. According to the control device of the 28th aspect, the motor can be suitably controlled in each of the case where the rotational speed of the input rotation shaft of the human-powered vehicle is equal to or less than the second rotational speed and the input driving force input to the human-powered vehicle is 40 Nm or more, and the case where the rotational speed of the input rotation shaft is greater than the second rotational speed or the input driving force is less than 40 Nm, so that the usability can be improved.

[0033] In the control device of the 29th aspect according to the 28th aspect of the present disclosure, in the 9th control state and the 10th control state, the control unit controls the motor so that at least one of the assist ratio of the assist force by the motor with respect to the human driving force, the maximum value of the output of the motor, the first change rate of the increase speed of the output of the motor with respect to the increase of the human driving force, and the second change rate of the decrease speed of the output of the motor with respect to the decrease of the human driving force is different. According to the control device of the 29th aspect, in each of the 9th control state and the 10th control state, the motor can be controlled so that at least one of the assist ratio of the assist force by the motor with respect to the human driving force, the maximum value of the output of the motor, the first change rate of the increase speed of the output of the motor with respect to the increase speed of the human driving force, and the second change rate of the decrease speed of the output of the motor with respect to the decrease speed of the human driving force becomes a suitable value, so that usability can be improved.

[0034] In the control device of the 30th aspect according to the 29th aspect of the present disclosure, in the case of the 9th control state, the control unit controls the motor so as to increase at least one of the assist ratio of the assist force by the motor with respect to the human driving force, the maximum value of the output of the motor, and the first change rate of the increase speed of the output of the motor with respect to the increase speed of the human driving force, compared to the case of the 10th control state. According to the control device of the 30th aspect, in the case of the 9th control state, at least one of the assist ratio of the assist force by the motor with respect to the human driving force, the maximum value of the output of the motor, and the first change rate of the increase speed of the output of the motor with respect to the increase speed of the human driving force can be made larger than in the case of the 10th control state.

[0035] In the control device of the 31st aspect according to the 29th or 30th aspect of the present disclosure, in the case of the 9th control state, the control unit controls the motor so as to decrease the second change rate of the decrease speed of the output of the motor with respect to the decrease speed of the human driving force, compared to the case of the 10th control state. According to the control device of the 31st side surface, in the case of the 9th control state, the second change rate of the output of the motor with respect to the decrease rate of the input driving force can be made smaller than in the case of the 10th control state.

Effect of the Invention

[0036] The control device for a human-powered vehicle of the present disclosure can improve user-friendliness.

Brief Description of the Drawings

[0037]

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Mode for Carrying Out the Invention

[0038] <First Embodiment> With reference to FIGS. 1 to 4, a control device 60 for a human-powered vehicle according to the first embodiment will be described. The human-powered vehicle 10 is a vehicle having at least one wheel and capable of being driven by at least a human driving force H. The human-powered vehicle 10 includes various types of bicycles such as, for example, a mountain bike, a road bike, a city bike, a cargo bike, and a hand bike, a recumbent bike. The number of wheels of the human-powered vehicle 10 is not limited. The human-powered vehicle 10 includes, for example, a unicycle and a vehicle having three or more wheels. The human-powered vehicle 10 is not limited to a vehicle that can be driven only by the human driving force H. The human-powered vehicle 10 includes an e-bike (E-bike) that uses the driving force of an electric motor in addition to the human driving force H for propulsion. The e-bike includes an electric assist bicycle whose propulsion is assisted by an electric motor. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as an electric assist bicycle and a mountain bike.

[0039] The human - powered vehicle 10 includes a crank 12 to which a human - driving force H is input. The human - powered vehicle 10 further includes a wheel 14 and a vehicle body 16. The wheel 14 includes a rear wheel 14A and a front wheel 14B. The vehicle body 16 includes a frame 18. The crank 12 includes an input rotation axis 12A rotatable with respect to the frame 18, a first crank arm 12B provided at a first end in the axial direction of the input rotation axis 12A, and a second crank arm 12C provided at a second end in the axial direction of the input rotation axis 12A. In this embodiment, the input rotation axis 12A is a crankshaft. A first pedal 20A is connected to the first crank arm 12B. A second pedal 20B is connected to the second crank arm 12C.

[0040] The rear wheel 14A is driven by the rotation of the crank 12. The rear wheel 14A is supported by the frame 18. The crank 12 and the rear wheel 14A are connected by a drive mechanism 22. The drive mechanism 22 includes a first rotating body 24 connected to the input rotation axis 12A. The input rotation axis 12A and the first rotating body 24 may be connected so as to rotate integrally, or may be connected via a first one - way clutch. The first one - way clutch is configured to rotate the first rotating body 24 when the crank 12 rotates forward, and to allow relative rotation between the crank 12 and the first rotating body 24 when the crank 12 rotates backward. The first rotating body 24 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 22 further includes a second rotating body 26 and a connecting member 28. The connecting member 28 transmits the rotational force of the first rotating body 24 to the second rotating body 26. The connecting member 28 includes, for example, a chain, a belt, or a shaft.

[0041] The second rotating body 26 is connected to the rear wheel 14A. The second rotating body 26 includes a sprocket, a pulley, or a bevel gear. Preferably, a second one-way clutch is provided between the second rotating body 26 and the rear wheel 14A. The second one-way clutch is configured to rotate the rear wheel 14A forward when the second rotating body 26 rotates forward, and to allow relative rotation between the second rotating body 26 and the rear wheel 14A when the second rotating body 26 rotates backward. The human-powered vehicle 10 includes a transmission 29. The transmission 29 includes at least one of an external transmission and an internal transmission. The external transmission includes, for example, a derailleur 29A, a first rotating body 24, and a second rotating body 26. The derailleur 29A includes at least one of a front derailleur and a rear derailleur. When the derailleur 29A includes a front derailleur, the first rotating body 24 includes a plurality of sprockets. When the derailleur 29A includes a rear derailleur, the second rotating body 26 includes a plurality of sprockets. The internal transmission may be provided, for example, on the hub of the rear wheel 14A or on the power transmission path from the input rotating shaft 12A to the first rotating body 24. The transmission 29 may be operated by a Bowden cable or by an electric actuator. A shift operating device is provided on the handlebar 34. The shift operating device includes a shift lever or a shift switch. The shift operating device is connected to the transmission 29 via a Bowden cable or a communication cable. The transmission 29 and the shift operating device each have a wireless communication device and may perform wireless communication. The transmission 29 may be operated by a user operating the shift operating device, or may be automatically operated by a control unit 62 or another control unit in response to the output of a sensor provided in the human-powered vehicle. When the transmission 29 is operated by an electric actuator, the electric actuator may be included in the transmission 29. The shift operating device has, for example, an upshift lever or an upshift switch for operating the transmission 29 so that the gear ratio increases, and a downshift lever or a downshift switch for operating the transmission 29 so that the gear ratio decreases. The shift operating device may have a cylindrical member and operate the transmission 29 by rotating the cylindrical member. The shift operating device may have various configurations and is not particularly limited.

[0042] The front wheel 14B is attached to the frame 18 via a front fork 30. A handlebar 34 is connected to the front fork 30 via a stem 32. In the present embodiment, the rear wheel 14A is connected to the crank 12 by a drive mechanism 22, but at least one of the rear wheel 14A and the front wheel 14B may be connected to the crank 12 by a drive mechanism 22.

[0043] Preferably, the human-powered vehicle 10 further includes a battery 36. The battery 36 includes one or more battery elements. The battery elements include rechargeable batteries. The battery 36 is configured to supply power to the control device 60. The battery 36 is preferably communicably connected to the control unit 62 of the control device 60 via an electrical cable or a wireless communication device. The battery 36 can communicate with the control unit 62, for example, by power line communication (PLC), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver / Transmitter).

[0044] The human-powered vehicle 10 includes a motor 38. The motor 38 is configured to apply a driving force to the human-powered vehicle 10. The motor 38 includes one or more electric motors. The electric motor is, for example, a brushless motor. The motor 38 is configured to transmit the rotational force to at least one of the power transmission path of the human driving force H from the pedals 20A, 20B to the rear wheel 14A and the front wheel 14B. The power transmission path of the human driving force H from the pedals 20A, 20B to the rear wheel 14A also includes the rear wheel 14A. In the present embodiment, the motor 38 is provided on the frame 18 of the human-powered vehicle 10 and is configured to transmit the rotation to the first rotating body 24. The motor 38 is provided in a housing 39. The housing 39 is provided on the frame 18. The housing 39 is, for example, detachably attached to the frame 18.

[0045] A drive unit 40 is configured to include a motor 38 and a housing 39 in which the motor 38 is provided. A speed reducer connected to the output shaft of the motor 38 may be provided in the drive unit 40. In the present embodiment, the housing 39 rotatably supports the input rotating shaft 12A. In the present embodiment, the drive unit 40 includes an output portion to which the first rotating body 24 is connected. Preferably, the output portion is formed in an annular shape and is arranged coaxially with the input rotating shaft 12A on the outer periphery of the input rotating shaft 12A. The output portion is connected to the input rotating shaft 12A directly or via a first one-way clutch. The motor 38 is connected to the output portion directly or via a speed reducer. In the power transmission path between the motor 38 and the input rotating shaft 12A, preferably, a third one-way clutch is provided to suppress the transmission of the rotational force of the crank 12 to the motor 38 when the input rotating shaft 12A is rotated in the direction in which the human-powered vehicle 10 moves forward. When the motor 38 is provided on at least one of the rear wheels 14A and the front wheels 14B, the motor 38 may be provided on the hub to form a hub motor together with the hub.

[0046] The control device 60 includes a control unit 62. The control unit 62 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing unit may be provided at a plurality of mutually separated locations. The control unit 62 may include one or more microcomputers. Preferably, the control device 60 further includes a storage unit 64. In the storage unit 64, a control program and information used for control processing are stored. The storage unit 64 includes, for example, a non-volatile memory and a volatile memory. The non-volatile memory includes, for example, at least one of a ROM (Read-Only Memory), an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), and a flash memory. The volatile memory includes, for example, a RAM (Random access memory). Preferably, the control unit 62 includes at least one of a timer and a counter.

[0047] The control device 60 preferably further includes a drive circuit 66 for the motor 38. The drive circuit 66 and the control unit 62 are preferably provided in the housing 39 of the drive unit 40. The drive circuit 66 and the control unit 62 may be provided, for example, on the same circuit board. The drive circuit 66 includes an inverter circuit. The drive circuit 66 controls the power supplied from the battery 36 to the motor 38. The drive circuit 66 is connected to the control unit 62 via a conductive wire, an electric cable, a wireless communication device, or the like. The drive circuit 66 drives the motor 38 in response to a control signal from the control unit 62.

[0048] Preferably, the human-powered vehicle 10 further includes a vehicle speed sensor 42. Preferably, the human-powered vehicle 10 further includes at least one of a crank rotation sensor 44, a human driving force detection unit 46, an inclination detection unit 48, and an acceleration detection unit 50.

[0049] The vehicle speed sensor 42 is configured to detect information regarding the vehicle speed V of the human - powered vehicle 10. In the present embodiment, the vehicle speed sensor 42 is configured to detect information regarding the rotational speed W of the wheel 14 of the human - powered vehicle 10. The vehicle speed sensor 42 is configured to detect, for example, a magnet provided on the wheel 14 of the human - powered vehicle 10. The vehicle speed sensor 42 is configured to output a detection signal a predetermined number of times while the wheel 14 makes one rotation. The predetermined number is, for example, 1. The vehicle speed sensor 42 outputs a signal corresponding to the rotational speed W of the wheel 14. The control unit 62 can calculate the vehicle speed V of the human - powered vehicle 10 based on the information corresponding to the rotational speed W of the wheel 14 and the information regarding the circumference of the wheel 14. Information regarding the circumference of the wheel 14 is stored in the storage unit 64.

[0050] The vehicle speed sensor 42 includes, for example, a magnetic reed that constitutes a reed switch, or a magnetic sensor such as a Hall element. The vehicle speed sensor 42 may be attached to the chain stay of the frame 18 of the human - powered vehicle 10 and configured to detect a magnet attached to the rear wheel 14A, or may be provided on the front fork 30 and configured to detect a magnet attached to the front wheel 14B. In the present embodiment, the vehicle speed sensor 42 is configured such that when the wheel 14 makes one rotation, the reed switch detects the magnet once. The vehicle speed sensor 42 may have any configuration as long as it can acquire information regarding the vehicle speed V of the human - powered vehicle 10, and is not limited to the configuration of detecting a magnet provided on the wheel 14. For example, it may be configured to detect a slit provided in a disk brake, may include an optical sensor, etc., or may include a GPS (Global Positioning System) receiver. When the vehicle speed sensor 42 includes a GPS receiver, the control unit 62 can calculate the vehicle speed V according to the time and the moving distance. The vehicle speed sensor 42 is connected to the control unit 62 via a wireless communication device or an electric cable.

[0051] The crank rotation sensor 44 is configured to detect information regarding the rotational speed C of the input rotation shaft 12A. The crank rotation sensor 44 is provided, for example, on the frame 18 of the human-powered vehicle 10 or the drive unit 40. The crank rotation sensor 44 includes a magnetic sensor that outputs a signal according to the intensity of a magnetic field. An annular magnet whose magnetic field intensity changes in the circumferential direction is provided on the input rotation shaft 12A, a member that rotates in conjunction with the input rotation shaft 12A, or a power transmission path between the input rotation shaft 12A and the first rotating body 24. The member that rotates in conjunction with the input rotation shaft 12A may include the output shaft of the motor 38.

[0052] The crank rotation sensor 44 outputs a signal according to the rotational speed C of the input rotation shaft 12A. For example, when no first one-way clutch is provided between the input rotation shaft 12A and the first rotating body 24, the magnet may be provided on the first rotating body 24. The crank rotation sensor 44 may have any configuration as long as it can acquire information regarding the rotational speed C of the input rotation shaft 12A, and may include an optical sensor, an acceleration sensor, a gyro sensor, a torque sensor, etc. instead of the magnetic sensor. The crank rotation sensor 44 is connected to the control unit 62 via a wireless communication device or an electric cable.

[0053] The human driving force detection unit 46 is configured to detect information regarding the human driving force H. The human driving force detection unit 46 includes, for example, a torque sensor. The torque sensor is configured to output a signal according to the torque applied to the crank 12 by the human driving force H. When a first one-way clutch is provided in the power transmission path, the torque sensor is preferably provided on the upstream side of the first one-way clutch in the power transmission path. The torque sensor includes a strain sensor, a magnetostrictive sensor, a pressure sensor, etc. The strain sensor includes a strain gauge.

[0054] The torque sensor is provided in the vicinity of the power transmission path or a member included in the power transmission path. The members included in the power transmission path are, for example, the input rotating shaft 12A, a member that transmits the human driving force H between the input rotating shaft 12A and the first rotating body 24, the crank arms 12B and 12C, or the pedals 20A and 20B. The human driving force detection unit 46 is connected to the control unit 62 via a wireless communication device or an electric cable. The human driving force detection unit 46 may have any configuration as long as it can acquire information regarding the human driving force H, and may include, for example, a sensor that detects the pressure applied to the pedals 20A and 20B, or a sensor that detects the tension of a chain.

[0055] The inclination detection unit 48 is configured to detect information regarding the inclination angle D of the human - powered vehicle 10. The inclination detection unit 48 is configured to detect the inclination angle D of the human - powered vehicle 10. The inclination angle D of the human - powered vehicle 10 is the inclination angle in the traveling direction of the human - powered vehicle 10. The inclination angle D of the human - powered vehicle 10 corresponds to the pitch angle of the human - powered vehicle 10. In one example, the inclination detection unit 48 includes an inclination sensor. The inclination sensor includes at least one of a gyro sensor and an acceleration sensor. In another example, the inclination detection unit 48 includes a GPS receiver. The control unit 62 may calculate the inclination angle D of the human - powered vehicle 10 according to the GPS information acquired by the GPS receiver and the road surface gradient included in the map information pre - recorded in the storage unit 64. The inclination detection unit 48 is connected to the control unit 62 via a wireless communication device or an electric cable.

[0056] The acceleration detection unit 50 is configured to detect a signal corresponding to the acceleration S in the direction in which the human - powered vehicle 10 moves forward. The acceleration detection unit 50 includes an acceleration sensor. The acceleration detection unit 50 is connected to the control unit 62 via a wireless communication device or an electric cable. Instead of the acceleration sensor, the acceleration detection unit 50 may include a vehicle speed sensor 42. When the acceleration detection unit 50 includes the vehicle speed sensor 42, the control unit 62 acquires information regarding the acceleration in the direction in which the human - powered vehicle 10 moves forward by differentiating the vehicle speed V.

[0057] Preferably, the human - powered vehicle 10 further includes a shift - information acquisition unit 52. The shift - information acquisition unit 52 acquires shift information regarding the gear - ratio R of the transmission 29 in the power - transmission path between the input rotating shaft 12A and the wheels 14. The shift information may include information regarding the shift stage of the transmission 29. The shift - information acquisition unit 52 is connected to the control unit 62 via a wireless communication device or an electric cable. The shift - information acquisition unit 52 includes, for example, a first sensor that outputs a signal corresponding to at least one of the operations of a part of the transmission 29, the operation of a Bowden cable, and the operation of a shift - operation device. When the transmission 29 is operated by an electric actuator, the shift - information acquisition unit 52 may include a second sensor that outputs a signal corresponding to at least one of the operation of the electric actuator and the operation of a speed - reducer connected to the electric actuator. The first sensor includes, for example, a magnetic sensor, an optical sensor, or a potentiometer. The second sensor includes, for example, a magnetic sensor, an optical sensor, or a potentiometer.

[0058] When the transmission 29 includes a derailleur 29A, for example, the first sensor outputs at least one of a signal representing the position of the movable member of the derailleur 29A with respect to the frame 18 and a signal representing the rotational phase of the movable member. The movable member includes, for example, a chain guide. When the transmission 29 includes an electric transmission, the shift - information acquisition unit 52 may acquire an operation signal of the shift - operation device as shift information. The control unit 62 receives the shift information acquired by the shift - information acquisition unit 52. The control unit 62 specifies the current gear - ratio from the shift information and information such as a table or a relational expression. The control unit 62 may specify the current shift stage without specifying the current gear - ratio. The correspondence between the gear - ratio and the shift stage may be stored in the storage unit 64. The shift - information acquisition unit 52 may include a vehicle - speed sensor 42, a crank - rotation sensor 44, and a human - driving - force detection unit 46. When the human - driving force detected by the human - driving - force detection unit 46 is equal to or greater than a predetermined value, the control unit 62 may calculate the ratio between the rotational speed of the wheels detected by the vehicle - speed sensor 42 and the rotational speed of the crank detected by the crank - rotation sensor 44 to specify the current gear - ratio.

[0059] The control unit 62 is configured to control a motor 38 that applies a driving force to the human - powered vehicle 10. The control unit 62 is configured to control the motor 38 in accordance with the human - driving force H input to the human - powered vehicle 10. The human - driving force H may be represented by torque or by work rate. When the human - driving force H is represented by work rate, the human - driving force H is obtained by multiplying the torque detected by the human - driving - force detection unit 46 and the rotational speed C of the input rotating shaft 12A detected by the crank rotation sensor 44.

[0060] For example, when the output M of the motor 38 is equal to or less than the maximum value MX, the control unit 62 is configured to control the motor 38 such that the assist force by the motor 38 becomes a preset assist ratio A with respect to the human - driving force H. The preset assist ratio A is not constant and may change, for example, in accordance with the human - driving force H, may change in accordance with the vehicle speed V, or may change in accordance with both the human - driving force H and the vehicle speed V. The human - driving force H and the assist force may be represented by torque or by work rate. The assist ratio A is equal to the ratio of the driving force generated in the human - powered vehicle 10 by the assist force of the motor 38 to the driving force generated in the human - powered vehicle 10 by the human - driving force H.

[0061] For example, the control unit 62 is configured to control the motor 38 by one control state selected from a plurality of control states in which at least a part of the correspondence relationship between the human - driving force H and the preset assist ratio A is different from each other. The control state includes a control mode. The control unit 62 is configured to output a control command to the drive circuit 66 of the motor 38 in accordance with the human - driving force H. The control command includes, for example, a torque command value. The plurality of control states may include a control state in which the motor 38 is not driven.

[0062] The control unit 62 is configured to control the motor 38 such that the assist force becomes equal to or less than the upper limit value MX. When the output M of the motor 38 is input to the first rotating body 24 and the assist force is represented by torque, the control unit 62 is configured to control the motor 38 such that the torque MT at the output unit of the drive unit 40 becomes equal to or less than the upper limit value MTX. Preferably, the upper limit value MTX is a value in the range of 30 Nm or more and 200 Nm or less. The upper limit value MTX is, for example, 85 Nm. The upper limit value MTX is determined by, for example, the output M characteristics of the motor 38. When the output M of the motor 38 is input to the first rotating body 24 and the assist force is represented by the power factor, the control unit 62 is configured to control the motor 38 such that the power factor at the output unit of the drive unit 40 becomes equal to or less than the upper limit value MWX.

[0063] The control unit 62 controls the motor 38 to change at least one of the maximum value MX of the output M of the motor 38, the first change rate P1 of the increase rate of the output M of the motor 38 with respect to the increase rate of the human driving force H, and the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the human driving force H according to the shift information regarding the gear ratio R in the power transmission path between the input rotating shaft 12A of the human-powered vehicle 10 and the wheels 14 of the human-powered vehicle 10. The shift information is acquired by, for example, the shift information acquisition unit 52. Preferably, the control unit 62 controls the motor 38 to change at least one of the maximum value MX of the output M of the motor 38, the first change rate P1 of the increase rate of the output M of the motor 38 with respect to the increase rate of the human driving force H, and the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the human driving force H according to the gear ratio R.

[0064] The control unit 62 changes the first change rate P1 by, for example, a first filter. The first filter includes, for example, a low-pass filter having a first time constant. The control unit 62 changes the first change rate P1 by changing the first time constant. The control unit 62 may change the first change rate P1 by changing the gain for calculating the output M of the motor 38 from the human driving force H.

[0065] The control unit 62 changes the second change rate P2 by, for example, a second filter. The second filter includes, for example, a low-pass filter having a second time constant. The control unit 62 changes the second change rate P2 by changing the second time constant. The control unit 62 may change the second change rate P2 by changing a gain for calculating the output M of the motor 38 from the input driving force H.

[0066] Preferably, when the power-driven vehicle 10 starts running, when the rotational speed C of the input rotating shaft 12A is equal to or lower than the first rotational speed CX, when the vehicle speed V of the wheels 14 is equal to or lower than the first speed V1, and when the rotational speed C of the input rotating shaft 12A is equal to or lower than the first rotational speed CX and the input driving force H is equal to or higher than the first driving force HX, the control unit 62 controls the motor 38 to change at least one of the maximum value MX of the output M of the motor 38, the first change rate P1 of the increase rate of the output M of the motor 38 with respect to the increase rate of the input driving force H, and the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the input driving force H according to the shift information. Preferably, when the power-driven vehicle 10 starts running, when the rotational speed C of the input rotating shaft 12A is equal to or lower than the first rotational speed CX, when the rotational speed W of the wheels 14 is equal to or lower than the second rotational speed CY, and when the rotational speed C of the input rotating shaft 12A is equal to or lower than the first rotational speed CX and the input driving force H is equal to or higher than the first driving force HX, the control unit 62 controls the motor 38 to change at least one of the maximum value MX, the first change rate P1, and the second change rate P2 according to the gear ratio R.

[0067] For example, when the rotational speed C of the input rotating shaft 12A is less than or equal to the first rotational speed CX, when the vehicle speed V of the human-powered vehicle 10 is less than or equal to the first speed V1, and when at least one of the rotational speed C of the input rotating shaft 12A is less than or equal to the first rotational speed CX and the human driving force H is greater than or equal to the first driving force HX, the control unit 62 controls the motor 38 in the first control state. For example, when the rotational speed C of the input rotating shaft 12A is greater than the first rotational speed CX, when the vehicle speed V of the human-powered vehicle 10 exceeds the first speed V1, and when at least one of the rotational speed C of the input rotating shaft 12A is greater than the first rotational speed CX and the human driving force H is less than the first driving force HX, the control unit 62 controls the motor 38 in the second control state. The second control state may include a control state in which the motor 38 is controlled regardless of the shift information, or may include a control state in which the motor 38 is controlled according to the shift information. The first rotational speed CX is a value of 5 rpm or more and 30 rpm or less, for example, 20 rpm. The first speed V1 is a value of 3 km / h or more and 10 km / h or less, for example, 7 km / h. When the first driving force HX is represented by torque, the first driving force HX is, for example, 40 Nm.

[0068] The control unit 62 may control the motor 38 such that the control state of the motor 38 during a predetermined period TX after the human - powered vehicle 10 starts running is different from the control state of the motor 38 after the elapse of the predetermined period TX. The predetermined period TX may be, for example, a predetermined time. The predetermined time may be, for example, a time between 1 second and 60 seconds. The predetermined period TX may correspond to, instead of a predetermined time, for example, the period from when the human - powered vehicle 10 starts running until the rotational speed C of the input rotating shaft 12A exceeds the first rotational speed CX, the period from when the human - powered vehicle 10 starts running until the vehicle speed V of the human - powered vehicle 10 exceeds the first speed V1, and at least one of the periods from when the human - powered vehicle 10 starts running until the rotational speed C of the input rotating shaft 12A is less than or equal to the first rotational speed CX and the human - driving force H is greater than or equal to the first driving force HX. The control unit 62 controls the motor 38 in the 11th control state during a predetermined period TX after the human - powered vehicle 10 starts running, and controls the motor 38 in the 12th control state after the elapse of the predetermined period TX. The control unit 62 calculates time by, for example, a timer or a counter. The control unit 62 may have a clock.

[0069] In the 11th control state, the control unit 62 may control the motor 38 to change the maximum value MX of the output M of the motor 38 according to the shift information. In the 11th control state, the control unit 62 may control the motor 38 to change the first change rate P1 of the increase rate of the output M of the motor 38 with respect to the increase rate of the human - driving force H according to the shift information. In the 11th control state, the control unit 62 may control the motor 38 to change the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the human - driving force H according to the shift information.

[0070] The control unit 62 may control the motor 38 in the eleventh control state as in the first example, the second example, the third example, the fourth example, the fifth example, the sixth example, the seventh example, the eighth example, the ninth example, the tenth example, the eleventh example, or the twelfth example. In the eleventh control state, the control unit 62 may control the motor 38 by combining two or more non - conflicting combinations selected from one of the first example and the second example, one of the third example and the fourth example, one of the fifth example and the sixth example, one of the seventh example and the eighth example, one of the ninth example and the tenth example, and one of the eleventh example and the twelfth example.

[0071] In the first example, the control unit 62 controls the motor 38 such that the maximum value MX of the output M of the motor 38 when the gear ratio R is smaller than the first ratio R1 is decreased compared to the maximum value MX of the output M of the motor 38 when the gear ratio R is greater than or equal to the first ratio R1. In the second example, the control unit 62 controls the motor 38 such that the maximum value MX of the output M of the motor 38 when the gear ratio R is smaller than the first ratio R1 is increased compared to the maximum value MX of the output M of the motor 38 when the gear ratio R is greater than or equal to the first ratio R1.

[0072] In the third example, the control unit 62 controls the motor 38 such that the maximum value MX of the output M of the motor 38 when the gear ratio R is greater than the second ratio R2 is increased compared to the maximum value MX of the output M of the motor 38 when the gear ratio R is less than or equal to the second ratio R2. In the fourth example of the eleventh control state, the control unit 62 controls the motor 38 such that the maximum value MX of the output M of the motor 38 when the gear ratio R is greater than the second ratio R2 is decreased compared to the maximum value MX of the output M of the motor 38 when the gear ratio R is less than or equal to the second ratio R2.

[0073] In the fifth example, the control unit 62 controls the motor 38 such that a first change rate P1 of an increase rate of the output M of the motor 38 with respect to an increase rate of the input driving force H when the gear ratio R is smaller than the third ratio R3 is decreased compared to the first change rate P1 of the increase rate of the output M of the motor 38 with respect to the increase rate of the input driving force H when the gear ratio R is equal to or greater than the third ratio R3. In the sixth example of the eleventh control state, the control unit 62 controls the motor 38 such that the first change rate P1 when the gear ratio R is smaller than the third ratio R3 is increased compared to the first change rate P1 when the gear ratio R is equal to or greater than the third ratio R3.

[0074] In the seventh example, the control unit 62 controls the motor 38 such that a first change rate P1 of an increase rate of the output M of the motor 38 with respect to an increase rate of the input driving force H when the gear ratio R is greater than the fourth ratio R4 is increased compared to the first change rate P1 of the increase rate of the output M of the motor 38 with respect to the increase rate of the input driving force H when the gear ratio R is equal to or less than the fourth ratio R4. In the eighth example, the control unit 62 controls the motor 38 such that the first change rate P1 when the gear ratio R is greater than the fourth ratio R4 is decreased compared to the first change rate P1 when the gear ratio R is equal to or less than the fourth ratio R4.

[0075] In the ninth example, the control unit 62 controls the motor 38 such that a second change rate P2 of a decrease rate of the output M of the motor 38 with respect to a decrease rate of the input driving force H when the gear ratio R is smaller than the fifth ratio R5 is increased compared to the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the input driving force H when the gear ratio R is equal to or greater than the fifth ratio R5. In the tenth example, the control unit 62 controls the motor 38 such that the second change rate P2 when the gear ratio R is smaller than the fifth ratio R5 is decreased compared to the second change rate P2 when the gear ratio R is equal to or greater than the fifth ratio R5.

[0076] In the 11th example, the control unit 62 controls the motor 38 such that a second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the input driving force H when the gear ratio R is greater than the sixth ratio R6 increases more than the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the input driving force H when the gear ratio R is less than or equal to the sixth ratio R6. In the 12th example, the control unit 62 controls the motor 38 such that the second change rate P2 when the gear ratio R is greater than the sixth ratio R6 decreases more than the second change rate P2 when the gear ratio R is less than or equal to the sixth ratio R6. Preferably, the sixth ratio R6 is greater than the fifth ratio R5.

[0077] As the first ratio R1, the second ratio R2, the third ratio R3, the fourth ratio R4, the fifth ratio R5, and the sixth ratio R6, gear ratios other than the minimum gear ratio and the maximum gear ratio among the gear ratios that can be set by the transmission 29 are set. Preferably, as the first ratio R1, the third ratio R3, and the fifth ratio R5, gear ratios smaller than the central gear ratio between the minimum gear ratio and the maximum gear ratio among the gear ratios that can be set by the transmission 29 are set. Preferably, as the second ratio R2, the fourth ratio R4, and the sixth ratio R6, gear ratios larger than the central gear ratio between the minimum gear ratio and the maximum gear ratio among the gear ratios that can be set by the transmission 29 are set.

[0078] The first ratio R1 may be equal to the third ratio R3. The second ratio R2 may be equal to the fourth ratio R4. The fifth ratio R5 may be equal to at least one of the first ratio R1 and the third ratio R3. The sixth ratio R6 may be equal to at least one of the second ratio R2 and the fourth ratio R4. Two or more of the first ratio R1, the third ratio R3, and the fifth ratio R5 may be equal, or all may be different. Two or more of the second ratio R2, the fourth ratio R4, and the sixth ratio R6 may be equal, or all may be different.

[0079] Referring to FIGS. 3 and 4, the process by which the control unit 62 controls the motor 38 will be described. When power is supplied to the control unit 62, the control unit 62 starts the process and proceeds to step S11 of the flowchart shown in FIG. 3. When the flowcharts of FIGS. 3 and 4 are completed, the control unit 62 repeats the process from step S11 at a predetermined cycle until the power supply is stopped.

[0080] In step S11, the control unit 62 determines whether the human - powered vehicle 10 has started running. If the human - powered vehicle 10 has not started running, the control unit 62 proceeds to step S12. Based on the output signal of the vehicle speed sensor 42, when the vehicle speed of the human - powered vehicle 10 increases from the stopped state, the control unit 62 determines that the human - powered vehicle 10 has started running. When the human - powered vehicle 10 has started running, the control unit 62 proceeds to step S15.

[0081] In step S12, the control unit 62 determines whether the rotational speed C of the input rotating shaft 12A is less than or equal to the first rotational speed CX. If the rotational speed C of the input rotating shaft 12A is not less than or equal to the first rotational speed CX, the control unit 62 proceeds to step S13. If the rotational speed C of the input rotating shaft 12A is less than or equal to the first rotational speed CX, the control unit 62 proceeds to step S15.

[0082] In step S13, the control unit 62 determines whether the vehicle speed V of the human - powered vehicle 10 is less than or equal to the first speed V1. If the vehicle speed V of the human - powered vehicle 10 is not less than or equal to the first speed V1, the control unit 62 proceeds to step S14. If the vehicle speed V of the human - powered vehicle 10 is less than or equal to the first speed V1, the control unit 62 proceeds to step S15.

[0083] In step S14, the control unit 62 determines whether the rotational speed C of the input rotating shaft 12A is less than or equal to the first rotational speed CX and whether the manual driving force H is greater than or equal to the first driving force HX. If the rotational speed C of the input rotating shaft 12A is not less than or equal to the first rotational speed CX, or if the manual driving force H is not greater than or equal to the first driving force HX, the control unit 62 ends the process. If the rotational speed C of the input rotating shaft 12A is less than or equal to the first rotational speed CX and the manual driving force H is greater than or equal to the first driving force HX, the control unit 62 proceeds to step S15.

[0084] In step S15, the control unit 62 controls the motor 38 in the eleventh control state and proceeds to step S16. In step S16, the control unit 62 determines whether the rotational speed C of the input rotating shaft 12A exceeds the first rotational speed CX. If the rotational speed C of the input rotating shaft 12A does not exceed the first rotational speed CX, the control unit 62 proceeds to step S17. If the rotational speed C of the input rotating shaft 12A exceeds the first rotational speed CX, the control unit 62 proceeds to step S20.

[0085] In step S17, the control unit 62 determines whether the vehicle speed V of the manual driven vehicle 10 exceeds the first speed V1. If the vehicle speed V of the manual driven vehicle 10 does not exceed the first speed V1, the control unit 62 proceeds to step S18. If the vehicle speed V of the manual driven vehicle 10 exceeds the first speed V1, the control unit 62 proceeds to step S20.

[0086] In step S18, the control unit 62 determines whether the rotational speed C of the input rotating shaft 12A exceeds the first rotational speed CX or whether the manual driving force H is less than the first driving force HX. If the rotational speed C of the input rotating shaft 12A does not exceed the first rotational speed CX and the manual driving force H is greater than or equal to the first driving force HX, the control unit 62 proceeds to step S19. If the rotational speed C of the input rotating shaft 12A exceeds the first rotational speed CX or the manual driving force H is less than the first driving force HX, the control unit 62 proceeds to step S20.

[0087] In step S19, the control unit 62 determines whether or not a predetermined period TX has elapsed since the human - powered vehicle 10 started running. If the predetermined period TX has not elapsed since the human - powered vehicle 10 started running, the control unit 62 proceeds to step S15. If the predetermined period TX has elapsed since the human - powered vehicle 10 started running, the control unit 62 proceeds to step S20.

[0088] In step S20, the control unit 62 controls the motor 38 in the twelfth control state and ends the process. Preferably, after step S17, the control unit 62 executes the process of step S15 again. In the flowcharts of FIGS. 3 and 4, any one, any two, or any three of steps S11, S12, S13, and S14 may be omitted. In the flowcharts of FIGS. 3 and 4, any one, any two, or any three of steps S16, S17, and S19 may be omitted.

[0089] In the flowcharts of FIGS. 3 and 4, if step S11 is omitted, step S19 may be omitted. In the flowcharts of FIGS. 3 and 4, if step S12 is omitted, step S16 may be omitted. In the flowcharts of FIGS. 3 and 4, if step S13 is omitted, step S17 may be omitted. In the flowcharts of FIGS. 3 and 4, if step S14 is omitted, step S18 may be omitted. In the flowchart of FIG. 3, the order of steps S11, S12, S13, and S14 may be changed. In the flowcharts of FIGS. 3 and 4, the order of steps S16, S17, S18, and S19 may be changed.

[0090] <Second Embodiment> Referring to FIGS. 5 and 6, the control device 60 of the second embodiment will be described. The control device 60 of the second embodiment is the same as the control device 60 of the first embodiment except that it executes the processing of the flowchart in FIG. 5 or the processing of the flowchart in FIG. 6 instead of the processing of the flowcharts in FIGS. 3 and 4. For the components of the control device 60 of the second embodiment that are common to the first embodiment, the same reference numerals as those in the first embodiment are used, and duplicate descriptions are omitted.

[0091] The control unit 62 controls the motor 38 in the first control state when at least one of the following conditions is met: the rotational speed C of the input rotation shaft 12A of the human-powered vehicle 10 is less than or equal to the first rotational speed CX, the human-powered driving force H input to the human-powered vehicle 10 is greater than or equal to the first driving force HX, and the gear ratio R in the power transmission path between the input rotation shaft 12A and the wheels 14 of the human-powered vehicle 10 is the seventh ratio R7; and when the human-powered vehicle 10 starts running and the gear ratio R is the seventh ratio R7. The control unit 62 controls the motor 38 in a second control state different from the first control state when at least one of the following conditions is met: the rotational speed C of the input rotation shaft 12A of the human-powered vehicle 10 is less than or equal to the first rotational speed CX, the human-powered driving force H input to the human-powered vehicle 10 is greater than or equal to the first driving force HX, and the gear ratio R is the eighth ratio R8 different from the seventh ratio R7; and when the human-powered vehicle 10 starts running and the gear ratio R is the eighth ratio R8.

[0092] Preferably, the control unit 62 controls the motor 38 in the second control state when the rotational speed C of the input rotation shaft 12A of the human-powered vehicle 10 is greater than the first rotational speed CX and the gear ratio R is the seventh ratio R7, or when the human-powered driving force H input to the human-powered vehicle 10 is less than the first driving force HX and the gear ratio R is the seventh ratio R7.

[0093] Preferably, the eighth ratio R8 is greater than the seventh ratio R7. The seventh ratio R7 may be equal to or different from any one of the first ratio R1, the second ratio R2, the third ratio R3, the fourth ratio R4, the fifth ratio R5, and the sixth ratio R6 of the first embodiment. Preferably, the seventh ratio R7 is equal to any one of the first ratio R1, the third ratio R3, and the fifth ratio R5 of the first embodiment. Preferably, the eighth ratio R8 includes all ratios R that are greater than the seventh ratio R7. Preferably, the seventh ratio R7 includes all ratios R that are smaller than the eighth ratio R8. Preferably, all shift ratios R that are not the seventh ratio R7 are the eighth ratio R8.

[0094] In the first and second control states, the control unit 62 may control the motor 38 as in the 13th, 14th, 15th, 16th, 17th, 18th, 19th, or 20th example. In the first and second control states, the control unit 62 may control the motor 38 by combining two or more of one of the 13th and 14th examples, one of the 15th and 16th examples, one of the 17th and 18th examples, and one of the 19th and 20th examples.

[0095] In the 13th example, in the second control state, the control unit 62 controls the motor 38 according to the input human driving force H input to the human-powered vehicle 10 such that the assist ratio A of the assist force by the motor 38 with respect to the human driving force H increases compared to the assist ratio A in the first control state. In the 14th example, in the second control state, the control unit 62 controls the motor 38 according to the input human driving force H input to the human-powered vehicle 10 such that the assist ratio A decreases compared to the assist ratio A in the first control state.

[0096] In the 15th example, in the second control state, the control unit 62 controls the motor 38 according to the input human driving force H input to the human-powered vehicle 10 such that the maximum value MX of the output M of the motor 38 increases compared to the maximum value MX of the output M of the motor 38 in the first control state. In the 16th example, in the second control state, the control unit 62 controls the motor 38 according to the input human driving force H input to the human-powered vehicle 10 such that the maximum value MX of the output M of the motor 38 decreases compared to the maximum value MX of the output M of the motor 38 in the first control state.

[0097] In the 17th example, in the second control state, the control unit 62 controls the motor 38 according to the input human driving force H input to the human-powered vehicle 10 such that the first change rate P1 of the increase rate of the output M of the motor 38 with respect to the increase rate of the human driving force H increases compared to the first change rate P1 of the increase rate of the output M of the motor 38 with respect to the increase rate of the human driving force H in the first control state. In the 18th example, in the second control state, the control unit 62 controls the motor 38 according to the input human driving force H input to the human-powered vehicle 10 such that the first change rate P1 decreases compared to the first change rate P1 in the first control state.

[0098] In the 19th example, in the second control state, the control unit 62 controls the motor 38 according to the input human driving force H input to the human-powered vehicle 10 such that the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the human driving force H decreases compared to the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the human driving force H in the first control state. In the 20th example, in the second control state, the control unit 62 controls the motor 38 according to the input human driving force H input to the human-powered vehicle 10 such that the second change rate P2 increases compared to the second change rate P2 in the first control state.

[0099] With reference to FIG. 5, an example of the process in which the control unit 62 controls the motor 38 will be described. When power is supplied to the control unit 62, the control unit 62 starts the process and proceeds to step S21 of the flowchart shown in FIG. 5. When the flowchart of FIG. 5 ends, the control unit 62 repeats the process from step S21 after a predetermined period until the power supply is stopped.

[0100] In step S21, the control unit 62 determines whether or not the rotational speed C of the input rotating shaft 12A is less than or equal to the first rotational speed CX. If, in step S21, the rotational speed C of the input rotating shaft 12A is not less than or equal to the first rotational speed CX, the control unit 62 proceeds to step S25. In step S25, the control unit 62 controls the motor 38 in the second control state and ends the process. If, in step S21, the rotational speed C of the input rotating shaft 12A is less than or equal to the first rotational speed CX, the control unit 62 proceeds to step S22.

[0101] In step S22, the control unit 62 determines whether or not the manual driving force H is greater than or equal to the first driving force HX. If the manual driving force H is not greater than or equal to the first driving force HX, the control unit 62 proceeds to step S25. In step S25, the control unit 62 controls the motor 38 in the second control state and ends the process. In step S22, if the manual driving force H is greater than or equal to the first driving force HX, the control unit 62 proceeds to step S23.

[0102] In step S23, the control unit 62 determines whether or not the gear ratio R is equal to the seventh ratio R7. If the gear ratio R is not equal to the seventh ratio R7, the control unit 62 proceeds to step S25. In step S25, the control unit 62 controls the motor 38 in the second control state and ends the process. If, in step S23, the gear ratio R is equal to the seventh ratio R7, the control unit 62 proceeds to step S24. In step S24, the control unit 62 controls the motor 38 in the first control state and ends the process. In the flowchart of FIG. 5, the order of steps S21, S22, and S23 may be changed.

[0103] Referring to FIG. 6, another example of the process in which the control unit 62 controls the motor 38 will be described. When power is supplied to the control unit 62, the control unit 62 starts the process and proceeds to step S31 of the flowchart shown in FIG. 6. When the flowchart in FIG. 6 ends, the control unit 62 repeats the process from step S31 at a predetermined cycle until the power supply is stopped.

[0104] In step S31, the control unit 62 determines whether or not the human-powered vehicle 10 has started running, in the same manner as in step S11 of FIG. 3. If the human-powered vehicle 10 has not started running, the control unit 62 proceeds to step S34. In step S34, the control unit 62 determines whether or not a predetermined period TX has elapsed since the human-powered vehicle 10 started running, in the same manner as in step S19 of FIG. 4. If the predetermined period TX has elapsed since the human-powered vehicle 10 started running, the control unit 62 proceeds to step S35. In step S35, the control unit 62 controls the motor 38 in the second control state and ends the process.

[0105] In step S34, if the predetermined period TX has not elapsed since the human-powered vehicle 10 started running, the control unit 62 proceeds to step S33. In step S31, if the human-powered vehicle 10 has started running, the control unit 62 proceeds to step S32.

[0106] In step S32, the control unit 62 determines whether or not the gear ratio R is the seventh ratio R7. If the gear ratio R is not the seventh ratio R7, the control unit 62 proceeds to step S35. In step S35, the control unit 62 controls the motor 38 in the second control state and ends the process. If the gear ratio R is the seventh ratio R7, the control unit 62 proceeds to step S33. In step S33, the control unit 62 controls the motor 38 in the first control state and ends the process. In the flowchart of FIG. 6, the order of steps S31 and S32 may be interchanged.

[0107] <Third Embodiment> With reference to FIG. 7, the control device 60 of the third embodiment will be described. The control device 60 of the third embodiment is the same as the control device 60 of the first embodiment except that it executes the processing of the flowchart in FIG. 7 instead of the processing of the flowcharts in FIGS. 3 and 4. Regarding the configurations common to the first embodiment in the control device 60 of the third embodiment, the same reference numerals as those in the first embodiment are given, and redundant descriptions are omitted.

[0108] When the rotational speed C of the input rotating shaft 12A of the human-powered vehicle 10 is equal to or less than the first rotational speed CX, the human-powered driving force H input to the human-powered vehicle 10 is equal to or greater than the first driving force HX, and the inclination angle D of the human-powered vehicle 10 is equal to the first angle DX, the control unit 62 controls the motor 38 in the third control state. When the rotational speed C of the input rotating shaft 12A is equal to or less than the first rotational speed CX, the human-powered driving force H is equal to or greater than the first driving force HX, and the inclination angle D of the human-powered vehicle 10 is a second angle DW different from the first angle DX, the control unit 62 controls the motor 38 in a fourth control state different from the third control state. Preferably, the first angle DX includes an angle equal to or greater than a predetermined angle DA. Preferably, the second angle DW includes an angle less than the predetermined angle DA.

[0109] For example, in the fourth control state, the control unit 62 controls the motor 38 as in the 21st example, the 22nd example, the 23rd example, or the 24th example. In the fourth control state, the control unit 62 may control the motor 38 by combining one of the 21st example and the 22nd example with one of the 23rd example and the 24th example.

[0110] In the 21st example, the inclination angle D is the pitch angle of the human - powered vehicle 10 when the human - powered vehicle 10 travels on an uphill slope. The first angle DX is larger than the second angle DW. The control unit 62 controls the motor 38 such that the maximum value MX of the output M of the motor 38 in the third control state is larger than the maximum value MX of the output M of the motor 38 in the fourth control state. In the 22nd example, the inclination angle D is the pitch angle of the human - powered vehicle 10 when the human - powered vehicle 10 travels on an uphill slope. The first angle DX is larger than the second angle DW. The control unit 62 controls the motor 38 such that the maximum value MX of the output M of the motor 38 in the third control state is smaller than the maximum value MX of the output M of the motor 38 in the fourth control state. In the 21st and 22nd examples, preferably, the predetermined angle DA is the pitch angle corresponding to an uphill slope with a road gradient equal to or greater than a predetermined road gradient. In the 21st and 22nd examples, the predetermined angle DA is, for example, an angle in the range of 5 degrees or more and less than 20 degrees.

[0111] In the 23rd example, the inclination angle D is the pitch angle of the human - powered vehicle 10 when the human - powered vehicle 10 travels on a downhill slope. The first angle DX is larger than the second angle DW. The control unit 62 controls the motor 38 such that the maximum value MX of the output M of the motor 38 in the third control state is smaller than the maximum value MX of the output M of the motor 38 in the fourth control state. In the 24th example, the inclination angle D is the pitch angle of the human - powered vehicle 10 when the human - powered vehicle 10 travels on a downhill slope. The first angle DX is larger than the second angle DW. The control unit 62 controls the motor 38 such that the maximum value MX of the output M of the motor 38 in the third control state is larger than the maximum value MX of the output M of the motor 38 in the fourth control state. In the 23rd and 24th examples, preferably, the predetermined angle DA is the pitch angle corresponding to a downhill slope with a road gradient equal to or greater than a predetermined road gradient. In the 23rd and 24th examples, the predetermined angle DA is, for example, an angle in the range of 5 degrees or more and less than 20 degrees.

[0112] Preferably, in the 21st, 22nd, 23rd, and 24th examples, when the rotational speed C of the input rotary shaft 12A is greater than the first rotational speed CX and the inclination angle D is the first angle DX, or when the human driving force H input to the human-powered vehicle 10 is less than the first driving force HX and the inclination angle D is the first angle DX, the control unit 62 controls the motor 38 in the fourth control state.

[0113] With reference to FIG. 7, the process by which the control unit 62 controls the motor 38 will be described. When power is supplied to the control unit 62, the control unit 62 starts the process and proceeds to step S41 of the flowchart shown in FIG. 7. When the flowchart of FIG. 7 ends, the control unit 62 repeats the process from step S41 after a predetermined period until the power supply is stopped.

[0114] In step S41, the control unit 62 determines whether or not the rotational speed C of the input rotary shaft 12A is less than or equal to the first rotational speed CX. If the rotational speed C of the input rotary shaft 12A is not less than or equal to the first rotational speed CX, the control unit 62 proceeds to step S45. In step S45, the control unit 62 controls the motor 38 in the fourth control state and ends the process. If the rotational speed C of the input rotary shaft 12A is less than or equal to the first rotational speed CX in step S41, the control unit 62 proceeds to step S42.

[0115] In step S42, the control unit 62 determines whether or not the human driving force H is greater than or equal to the first driving force HX. If the human driving force H is not greater than or equal to the first driving force HX, the control unit 62 proceeds to step S45. In step S45, the control unit 62 controls the motor 38 in the fourth control state and ends the process. If the human driving force H is greater than or equal to the first driving force HX in step S42, the control unit 62 proceeds to step S43.

[0116] In step S43, the control unit 62 determines whether the inclination angle D is equal to the first angle DX. If the inclination angle D is not equal to the first angle DX, the control unit 62 proceeds to step S45. In step S45, the control unit 62 controls the motor 38 in the fourth control state and ends the process. If the inclination angle D is equal to the first angle DX in step S43, the control unit 62 proceeds to step S44. In step S44, the control unit 62 controls the motor 38 in the third control state and ends the process. In the flowchart of FIG. 7, the order of steps S41, S42, and S43 may be changed.

[0117] <Fourth Embodiment> Referring to FIGS. 8 to 10, the control device 60 of the fourth embodiment will be described. The control device 60 of the fourth embodiment is the same as the control device 60 of the first embodiment except that the control device 60 executes the processing of the flowcharts of FIGS. 8 to 10 instead of the processing of the flowcharts of FIGS. 3 and 4. Regarding the configuration common to the first embodiment in the control device 60 of the fourth embodiment, the same reference numerals as those in the first embodiment are given, and redundant descriptions are omitted.

[0118] The control unit 62 controls the motor 38 according to information on the gear ratio R in the power transmission path between the input rotation shaft 12A of the human - powered vehicle 10 and the wheel 14 of the human - powered vehicle 10, and information on the inclination angle D of the human - powered vehicle 10. Preferably, the inclination angle D of the human - powered vehicle 10 is the pitch angle of the human - powered vehicle 10 when the human - powered vehicle 10 is traveling uphill.

[0119] When the gear ratio R is less than or equal to the ninth ratio R9 and the inclination angle D is greater than or equal to the third angle DY, when the gear ratio R is less than the ninth ratio R9 and the inclination angle D is less than the third angle DY, or when the gear ratio R is greater than the ninth ratio R9 and the inclination angle D is greater than or equal to the third angle DY, the control unit 62 controls the motor 38 to increase at least one of the assist ratio A of the assist force by the motor 38 with respect to the human driving force H input to the human-powered vehicle 10, the maximum value MX of the output M of the motor 38, and the first change rate P1 of the increase rate of the output M of the motor 38 with respect to the increase rate of the human driving force H. Preferably, when the gear ratio R is less than or equal to the tenth ratio R10 and the inclination angle D is greater than or equal to the fourth angle DZ, when the gear ratio R is less than the tenth ratio R10 and the inclination angle D is less than the fourth angle DZ, or when the gear ratio R is greater than the tenth ratio R10 and the inclination angle D is greater than or equal to the fourth angle DZ, the control unit 62 controls the motor 38 to decrease the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the human driving force H input to the human-powered vehicle 10. The ninth ratio R9 and the tenth ratio R10 may be equal to any one of the first ratio R1, the second ratio R2, the third ratio R3, the fourth ratio R4, the fifth ratio R5, and the sixth ratio R6 of the first embodiment, or may be different from any of them. Preferably, the ninth ratio R9 and the tenth ratio R10 are equal to any one of the first ratio R1, the third ratio R3, and the fifth ratio R5 of the first embodiment.

[0120] Preferably, when the gear ratio R is less than or equal to the ninth ratio R9 and the inclination angle D is greater than or equal to the third angle DY, the control unit 62 controls the motor 38 in the 15th control state. Preferably, when the gear ratio R is less than the ninth ratio R9 and the inclination angle D is less than the third angle DY, or when the gear ratio R is greater than the ninth ratio R9 and the inclination angle D is greater than or equal to the third angle DY, the control unit 62 controls the motor 38 in the 16th control state. Preferably, when the gear ratio R is greater than the ninth ratio R9 and the inclination angle D is less than the third angle DY, the control unit 62 controls the motor 38 in the 17th control state.

[0121] The control unit 62 may control the motor 38 substantially in the same manner or differently in the 15th control state and the 17th control state. For example, in the 17th control state, the control unit 62 may control the motor 38 to decrease at least one of the assist ratio A, the maximum value MX of the output M of the motor 38, and the first change rate P1 compared to the case of the 15th control state. For example, in the 17th control state, the control unit 62 may control the motor 38 to increase at least one of the assist ratio A, the maximum value MX of the output M of the motor 38, and the first change rate P1 compared to the case of the 15th control state.

[0122] Preferably, when the gear ratio R is less than or equal to the 10th ratio R10 and the inclination angle D is greater than or equal to the 4th angle DZ, the control unit 62 controls the motor 38 in the 18th control state. Preferably, when the gear ratio R is less than or equal to the 10th ratio R10 and the inclination angle D is less than the 4th angle DZ, or when the gear ratio R is greater than the 10th ratio R10 and the inclination angle D is greater than or equal to the 4th angle DZ, the control unit 62 controls the motor 38 in the 19th control state. Preferably, when the gear ratio R is greater than the 10th ratio R10 and the inclination angle D is less than the 4th angle DZ, the control unit 62 controls the motor 38 in the 20th control state.

[0123] The control unit 62 may control the motor 38 substantially in the same manner or differently in the 18th control state and the 20th control state. For example, in the 20th control state, the control unit 62 may control the motor 38 to decrease the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the human driving force H input to the human-powered vehicle 10 compared to the case of the 18th control state. For example, in the 20th control state, the control unit 62 may control the motor 38 to increase the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the human driving force H input to the human-powered vehicle 10 compared to the case of the 18th control state.

[0124] With reference to FIGS. 8 to 10, the process by which the control unit 62 controls the motor 38 will be described. When power is supplied to the control unit 62, the control unit 62 starts the process and proceeds to step S51 of the flowchart shown in FIG. 8. When the flowcharts of FIGS. 8 to 10 are completed, the control unit 62 repeats the process from step S51 at a predetermined cycle until the power supply is stopped.

[0125] In step S51, the control unit 62 determines whether the gear ratio R is less than or equal to the ninth ratio R9. If the gear ratio R is less than or equal to the ninth ratio R9, the control unit 62 proceeds to step S52. In step S52, the control unit 62 determines whether the inclination angle D is greater than or equal to the third angle DY. If the inclination angle D is greater than or equal to the third angle DY, the control unit 62 proceeds to step S53.

[0126] In step S53, the control unit 62 determines whether the gear ratio R is less than or equal to the tenth ratio R10. If the gear ratio R is not less than or equal to the tenth ratio R10 in step S53, the control unit 62 proceeds to step S55. In step S55, the control unit 62 controls the motor 38 in the 15th control state and the 19th control state, and ends the process.

[0127] If the gear ratio R is less than or equal to the tenth ratio R10 in step S53, the control unit 62 proceeds to step S54. In step S54, if the inclination angle D is not greater than or equal to the fourth angle DZ, the control unit 62 proceeds to step S56. In step S54, if the inclination angle D is greater than or equal to the fourth angle DZ, the control unit 62 proceeds to step S55. In step S56, the control unit 62 controls the motor 38 in the 15th control state and the 18th control state, and ends the process.

[0128] In step S51, if the gear ratio R is not less than the ninth ratio R9, the control unit 62 proceeds to step S57. In step S57, the control unit 62 determines whether the inclination angle D is greater than or equal to the third angle DY. In step S57, if the inclination angle D is greater than or equal to the third angle DY, the control unit 62 proceeds to step S58. In step S52, if the inclination angle D is not greater than the third angle DY, the control unit 62 proceeds to step S58.

[0129] In step S58, the control unit 62 determines whether the gear ratio R is less than or equal to the tenth ratio R10. In step S58, if the gear ratio R is less than or equal to the tenth ratio R10, the control unit 62 proceeds to step S59. In step S59, the control unit 62 determines whether the inclination angle D is greater than or equal to the fourth angle DZ. In step S59, if the inclination angle D is greater than or equal to the fourth angle DZ, the control unit 62 proceeds to step S60. In step S60, the control unit 62 controls the motor 38 in the sixteenth control state and the eighteenth control state, and ends the process.

[0130] In step S58, if the gear ratio R is not less than the tenth ratio R10, the control unit 62 proceeds to step S64. In step S64, the control unit 62 determines whether the inclination angle D is greater than or equal to the fourth angle DZ. In step S64, if the inclination angle D is greater than or equal to the fourth angle DZ, the control unit 62 proceeds to step S66. In step S59, if the inclination angle D is not greater than the fourth angle DZ, the control unit 62 proceeds to step S66. In step S66, the control unit 62 controls the motor 38 in the sixteenth control state and the nineteenth control state, and ends the process. In step S64, if the inclination angle D is not greater than the fourth angle DZ, the control unit 62 proceeds to step S65. In step S65, the control unit 62 controls the motor 38 in the sixteenth control state and the twentieth control state, and ends the process.

[0131] In step S57, when the inclination angle D is not greater than the third angle DY, the control unit 62 proceeds to step S61. In step S61, the control unit 62 determines whether the transmission ratio R is less than or equal to the tenth ratio R10. In step S61, when the transmission ratio R is less than or equal to the tenth ratio R10, the control unit 62 proceeds to step S62. In step S62, the control unit 62 determines whether the inclination angle D is greater than or equal to the fourth angle DZ. In step S62, when the inclination angle D is greater than or equal to the fourth angle DZ, the control unit 62 proceeds to step S63. In step S63, the control unit 62 controls the motor 38 in the seventeenth control state and the eighteenth control state, and ends the process. In step S62, when the inclination angle D is not greater than the fourth angle DZ, the control unit 62 proceeds to step S68.

[0132] In step S61, when the transmission ratio R is not less than or equal to the tenth ratio R10, the control unit 62 proceeds to step S69. In step S69, the control unit 62 determines whether the inclination angle D is greater than or equal to the fourth angle DZ. In step S69, when the inclination angle D is greater than or equal to the fourth angle DZ, the control unit 62 proceeds to step S68. In step S68, the control unit 62 controls the motor 38 in the seventeenth control state and the nineteenth control state, and ends the process. In step S69, when the inclination angle D is not greater than the fourth angle DZ, the control unit 62 proceeds to step S67. In step S67, the control unit 62 controls the motor 38 in the seventeenth control state and the twentieth control state, and ends the process.

[0133] In the processes of the flowcharts of FIGS. 8 to 10, steps S57, S58, S59, S64, S66, S65, S61, S62, S63, S69, S67, and S68 may be omitted. In this case, when NO in step S51, the process proceeds to step S60. In this case, when NO in step S52, the process proceeds to step S60.

[0134] In the processes of the flowcharts of FIGS. 8 to 10, the processes of steps S51, S52, S53, S54, S55, and S56 may be omitted. In this case, when power is supplied to the control unit 62, the control unit 62 starts the process and proceeds to step S57 of the flowchart shown in FIG. 9. When the flowcharts of FIGS. 9 and 10 are completed, the control unit 62 repeats the process from step S57 at a predetermined cycle until the power supply is stopped.

[0135] The processes of the flowcharts of FIGS. 8 to 10 may be changed as shown in FIG. 11. When power is supplied to the control unit 62, the control unit 62 starts the process and proceeds to step S151 of the flowchart shown in FIG. 11. When the flowchart of FIG. 11 is completed, the control unit 62 repeats the process from step S151 at a predetermined cycle until the power supply is stopped.

[0136] In step S151, the control unit 62 determines whether the gear ratio R is less than or equal to the ninth ratio R9. If the gear ratio R is less than or equal to the ninth ratio R9, the control unit 62 proceeds to step S152. In step S152, the control unit 62 determines whether the inclination angle D is greater than or equal to the third angle DY. If the inclination angle D is greater than or equal to the third angle DY, in step S153, the control unit 62 controls the motor 38 in the 15th control state and ends the process.

[0137] If the gear ratio R is not less than or equal to the ninth ratio R9 in step S151, the control unit 62 proceeds to step S154. If the inclination angle D is not greater than or equal to the third angle DY in step S152, the control unit 62 proceeds to step S154. In step S154, the control unit 62 controls the motor 38 in the 16th control state and ends the process.

[0138] The processing of the flowchart in FIGS. 8 to 10 may be changed as shown in FIG. 12. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S155 of the flowchart shown in FIG. 12. When the flowchart in FIG. 12 ends, the control unit 62 repeats the processing from step S155 at a predetermined cycle until the power supply is stopped.

[0139] In step S155, the control unit 62 determines whether the gear ratio R is less than or equal to the tenth ratio R10. If the gear ratio R is less than or equal to the tenth ratio R10, the control unit 62 proceeds to step S156. In step S156, the control unit 62 determines whether the inclination angle D is greater than or equal to the fourth angle DZ. If the inclination angle D is greater than or equal to the fourth angle DZ, in step S157, the control unit 62 controls the motor 38 in the 18th control state and ends the processing.

[0140] If the gear ratio R is not less than or equal to the tenth ratio R10 in step S155, the control unit 62 proceeds to step S158. If the inclination angle D is not greater than or equal to the fourth angle DZ in step S156, the control unit 62 proceeds to step S158. In step S158, the control unit 62 controls the motor 38 in the 19th control state and ends the processing.

[0141] <Fifth Embodiment> Referring to FIG. 13, the control device 60 of the fifth embodiment will be described. The control device 60 of the fifth embodiment is the same as the control device 60 of the first embodiment except that it executes the processing of the flowchart in FIG. 13 instead of the processing of the flowcharts in FIGS. 3 and 4. For the components of the control device 60 of the fifth embodiment that are common to the first embodiment, the same reference numerals as those in the first embodiment are used, and duplicate descriptions are omitted.

[0142] When the rotational speed C of the input rotating shaft 12A of the human - powered vehicle 10 is less than or equal to the first rotational speed CX and the human - driving force H input to the human - powered vehicle 10 is greater than or equal to the first driving force HX, the control unit 62 controls the motor 38 in the fifth control state. When the rotational speed C of the input rotating shaft 12A is greater than the first rotational speed CX or the human - driving force H is less than the first driving force HX, the control unit 62 controls the motor 38 in the sixth control state. In the fifth control state and the sixth control state, at least one of the maximum value MX of the output M of the motor 38, the first change rate P1 of the increase rate of the output M of the motor 38 with respect to the increase rate of the human - driving force H, and the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the human - driving force H is different.

[0143] With reference to FIG. 13, the process in which the control unit 62 controls the motor 38 will be described. When power is supplied to the control unit 62, the control unit 62 starts the process and proceeds to step S161 of the flowchart shown in FIG. 13. When the flowchart in FIG. 13 ends, the control unit 62 repeats the process from step S161 at a predetermined cycle until the power supply is stopped.

[0144] In step S161, the control unit 62 determines whether the rotational speed C of the input rotating shaft 12A is less than or equal to the first rotational speed CX. If the rotational speed C of the input rotating shaft 12A is not less than or equal to the first rotational speed CX, the control unit 62 proceeds to step S164. In step S164, the control unit 62 controls the motor 38 in the sixth control state and ends the process. If the rotational speed C of the input rotating shaft 12A is less than or equal to the first rotational speed CX in step S161, the control unit 62 proceeds to step S162.

[0145] The control unit 62 determines whether the input driving force H is greater than or equal to the first driving force HX in step S162. If the input driving force H is not greater than or equal to the first driving force HX, the control unit 62 proceeds to step S164. In step S164, the control unit 62 controls the motor 38 in the sixth control state and ends the process. If the input driving force H is greater than or equal to the first driving force HX in step S162, the control unit 62 proceeds to step S163. In step S163, the control unit 62 controls the motor 38 in the fifth control state and ends the process. In the flowchart of FIG. 13, the order of steps S161 and S162 may be changed.

[0146] <Sixth Embodiment> Referring to FIG. 14, the control device 60 of the sixth embodiment will be described. The control device 60 of the sixth embodiment is the same as the control device 60 of the first embodiment except that it executes the processing of the flowchart of FIG. 14 instead of the processing of the flowcharts of FIGS. 3 and 4. For the components common to the first embodiment in the control device 60 of the sixth embodiment, the same reference numerals as those in the first embodiment are used, and duplicate descriptions are omitted.

[0147] The control unit 62 controls the motor 38 in the seventh control state when the rotational speed C of the input rotating shaft 12A of the human-powered vehicle 10 is less than or equal to the first rotational speed CX, the input driving force H input to the human-powered vehicle 10 is greater than or equal to the first driving force HX, and the acceleration S in the traveling direction of the human-powered vehicle 10 is less than the first acceleration SX. The control unit 62 controls the motor 38 in an eighth control state different from the seventh control state when at least one of the rotational speed C of the input rotating shaft 12A being greater than the first rotational speed CX, the input driving force H being less than the first driving force HX, and the acceleration S being greater than or equal to the first acceleration SX is satisfied.

[0148] Preferably, in the seventh control state and the eighth control state, the control unit 62 controls the motor 38 such that at least one of the assist ratio A of the assist force by the motor 38 with respect to the human driving force H, the maximum value MX of the output M of the motor 38, the first change rate P1 of the increase rate of the output M of the motor 38 with respect to the increase rate of the human driving force H, and the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the human driving force H is different. Preferably, in the case of the seventh control state, the control unit 62 controls the motor 38 so as to increase at least one of the assist ratio A of the assist force by the motor 38 with respect to the human driving force H, the maximum value MX of the output M of the motor 38, and the first change rate P1 of the increase rate of the output M of the motor 38 with respect to the increase rate of the human driving force H, compared to the case of the eighth control state. Preferably, in the case of the seventh control state, the control unit 62 controls the motor 38 so as to decrease the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the human driving force H, compared to the case of the eighth control state.

[0149] With reference to FIG. 14, the process in which the control unit 62 controls the motor 38 will be described. When power is supplied to the control unit 62, the control unit 62 starts the process and shifts to step S71 of the flowchart shown in FIG. 14. When the flowchart of FIG. 14 ends, the control unit 62 repeats the process from step S71 at a predetermined cycle until the power supply is stopped.

[0150] In step S71, the control unit 62 determines whether or not the rotational speed C of the input rotating shaft 12A is less than or equal to the first rotational speed CX. If the rotational speed C of the input rotating shaft 12A is not less than or equal to the first rotational speed CX, the control unit 62 shifts to step S75. In step S75, the control unit 62 controls the motor 38 in the eighth control state and ends the process. If the rotational speed C of the input rotating shaft 12A is less than or equal to the first rotational speed CX in step S71, the control unit 62 shifts to step S72.

[0151] In step S72, the control unit 62 determines whether the human driving force H is equal to or greater than the first driving force HX. If the human driving force H is not equal to or greater than the first driving force HX, the control unit 62 proceeds to step S75. In step S75, the control unit 62 controls the motor 38 in the eighth control state and ends the process. If the human driving force H is equal to or greater than the first driving force HX in step S72, the control unit 62 proceeds to step S73.

[0152] In step S73, the control unit 62 determines whether the acceleration S is less than the first acceleration SX. If the acceleration S is not less than the first acceleration SX, the control unit 62 proceeds to step S75. In step S75, the control unit 62 controls the motor 38 in the eighth control state and ends the process. If the acceleration S is less than the first acceleration SX in step S73, the control unit 62 proceeds to step S74. In step S74, the control unit 62 controls the motor 38 in the seventh control state and ends the process. In the flowchart of FIG. 14, the order of step S71, step S72, and step S73 may be changed.

[0153] <Seventh Embodiment> Referring to FIG. 15, the control device 60 of the seventh embodiment will be described. The control device 60 of the seventh embodiment is the same as the control device 60 of the first embodiment except that it executes the processing of the flowchart of FIG. 15 instead of the processing of the flowcharts of FIGS. 3 and 4. For the components of the control device 60 of the seventh embodiment that are common to the first embodiment, the same reference numerals as those in the first embodiment are used, and redundant descriptions are omitted.

[0154] When the rotational speed C of the input rotary shaft 12A of the human - powered vehicle 10 is equal to or less than the second rotational speed CY and the human - driving force H input to the human - powered vehicle 10 is 40 Nm or more, the control unit 62 controls the motor 38 in the ninth control state. When the rotational speed C of the input rotary shaft 12A is greater than the second rotational speed CY or the human - driving force H is less than 40 Nm, the control unit 62 controls the motor 38 in the tenth control state different from the ninth control state. The second rotational speed CY is a value between 5 rpm and 30 rpm, for example, 20 rpm. In the present embodiment, the human - driving force H input to the human - powered vehicle 10 is the torque applied to the input rotary shaft 12A.

[0155] Preferably, in the ninth control state and the tenth control state, the control unit 62 controls the motor 38 such that at least one of the assist ratio A of the assist force by the motor 38 with respect to the human - driving force H, the maximum value MX of the output M of the motor 38, the first change rate P1 of the increase rate of the output M of the motor 38 with respect to the increase rate of the human - driving force H, and the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the human - driving force H is different. Preferably, in the case of the ninth control state, the control unit 62 controls the motor 38 to increase at least one of the assist ratio A of the assist force by the motor 38 with respect to the human - driving force H, the maximum value MX of the output M of the motor 38, and the first change rate P1 of the increase rate of the output M of the motor 38 with respect to the increase rate of the human - driving force H, compared to the case of the tenth control state. Preferably, in the case of the ninth control state, the control unit 62 controls the motor 38 to decrease the second change rate P2 of the decrease rate of the output M of the motor 38 with respect to the decrease rate of the human - driving force H, compared to the case of the tenth control state.

[0156] Referring to FIG. 15, in the configuration where the control unit 62 controls the motor 38 in the ninth control state or the tenth control state, the process by which the control unit 62 controls the motor 38 is described. When power is supplied to the control unit 62, the control unit 62 starts the process and shifts to step S81 of the flowchart shown in FIG. 15. When the flowchart of FIG. 15 ends, the control unit 62 repeats the process from step S81 after a predetermined period until the power supply is stopped.

[0157] In step S81, the control unit 62 determines whether the rotational speed C of the input rotating shaft 12A is less than or equal to the second rotational speed CY. If the rotational speed C of the input rotating shaft 12A is not less than or equal to the second rotational speed CY, the control unit 62 proceeds to step S84. In step S84, the control unit 62 controls the motor 38 in the tenth control state and ends the process. If the rotational speed C of the input rotating shaft 12A is less than or equal to the second rotational speed CY in step S81, the control unit 62 proceeds to step S82.

[0158] In step S82, the control unit 62 determines whether the manual driving force H is 40 Nm or more. If the manual driving force H is not 40 Nm or more, the control unit 62 proceeds to step S84. In step S84, the control unit 62 controls the motor 38 in the tenth control state and ends the process. If the manual driving force H is 40 Nm or more in step S82, the control unit 62 proceeds to step S83. In step S83, the control unit 62 controls the motor 38 in the ninth control state and ends the process.

[0159] <Modification Example> The description of the embodiment is an exemplification of the forms that the control device for a human-powered vehicle according to the present disclosure can take, and is not intended to limit the form. The control device for a human-powered vehicle according to the present disclosure can take, for example, modification examples of the embodiments shown below, and forms in which at least two non-contradictory modification examples are combined. In the following modification examples, parts common to the form of the embodiment are denoted by the same reference numerals as in the embodiment, and the description thereof is omitted.

[0160] · In the second embodiment and modification examples including the second embodiment, the eighth ratio R8 may be smaller than the seventh ratio R7.

[0161] · In the fourth embodiment and the modified examples including the fourth embodiment, the control unit 62 does not control the motor 38 according to the input driving force H. Instead, for example, when an operating device provided on the handlebar 34 is operated, according to information on the gear ratio R in the power transmission path between the input rotating shaft 12A of the human-powered vehicle 10 and the wheel 14 of the human-powered vehicle 10, and information on the inclination angle D of the human-powered vehicle 10, the maximum value MX of the output M of the motor 38 may be controlled.

[0162] · In each of the embodiments and the modified examples of each embodiment, configurations unnecessary for the control of the control unit 62 may be omitted.

[0163] As used herein, the expression "at least one" means "one or more" of the desired options. As an example, as used herein, the expression "at least one" means "only one option" or "both of the two options" if the number of options is two. As another example, as used herein, the expression "at least one" means "only one option" or "any combination of two or more options" if the number of options is three or more.

Description of Reference Numerals

[0164] 10... human-powered vehicle, 12A... input rotating shaft, 14... wheel, 38... motor, 60... control device, 62... control unit.

Claims

1. A control device for a human-powered vehicle, A control unit configured to control a motor that provides a propulsive force to the human-powered vehicle, The control unit is controlling the motor in a first control state in at least one of the following cases: when the rotation speed of an input rotation shaft of the human-powered vehicle is equal to or lower than a first rotation speed; when the human-powered driving force input to the human-powered vehicle is equal to or higher than a first driving force and a gear ratio in a power transmission path between the input rotation shaft and wheels of the human-powered vehicle is a seventh ratio; and when the human-powered vehicle starts traveling and the gear ratio is the seventh ratio; a control device that controls the motor in a second control state different from the first control state in at least one of the following cases: when the rotation speed of the input rotating shaft is equal to or lower than the first rotation speed, when the human-powered driving force is equal to or higher than the first driving force and the gear ratio is an eighth ratio different from the seventh ratio, and when the human-powered vehicle starts traveling and the gear ratio is the eighth ratio.

2. the eighth ratio is greater than the seventh ratio; 2. The control device according to claim 1, wherein the control unit controls the motor in accordance with a human-powered driving force input to the human-powered vehicle so that, in the second control state, an assist ratio of an assist force by the motor to the human-powered driving force is increased compared to the assist ratio in the first control state.

3. the eighth ratio is greater than the seventh ratio; 3. The control device according to claim 1, wherein the control unit controls the motor in the second control state in accordance with a human-powered driving force input to the human-powered vehicle so that a maximum value of an output of the motor in the second control state is greater than the maximum value of the output of the motor in the first control state.

4. the eighth ratio is greater than the seventh ratio; 4. The control device according to claim 1, wherein the control unit controls the motor in accordance with the human-powered driving force input to the human-powered vehicle so that, in the second control state, a first rate of change of a rate of increase in the output of the motor relative to a rate of increase in the human-powered driving force is greater than the first rate of change of a rate of increase in the output of the motor relative to a rate of increase in the human-powered driving force in the first control state.

5. the eighth ratio is greater than the seventh ratio; 5. The control device according to claim 1, wherein the control unit controls the motor in accordance with the human-powered driving force input to the human-powered vehicle so that, in the second control state, a second rate of change of a rate of decrease in the output of the motor relative to a rate of decrease in the human-powered driving force is smaller than the second rate of change of a rate of decrease in the output of the motor relative to a rate of decrease in the human-powered driving force in the first control state.

6. 6. The control device according to claim 1, wherein the control unit controls the motor in the second control state when the rotational speed of the input rotational shaft of the human-powered vehicle is greater than the first rotational speed and the gear ratio is the seventh ratio, or when the human-powered driving force input to the human-powered vehicle is less than the first driving force and the gear ratio is the seventh ratio.

7. A control device for a human-powered vehicle, A control unit configured to control a motor that provides a propulsive force for the human-powered vehicle, The control unit is when a rotation speed of an input rotation shaft of the human-powered vehicle is equal to or lower than a first rotation speed, a human-powered driving force input to the human-powered vehicle is equal to or higher than a first driving force, and a tilt angle of the human-powered vehicle is a first angle, controlling the motor in a third control state; a control device that controls the motor in a fourth control state different from the third control state when the rotational speed of the input rotational shaft is equal to or lower than the first rotational speed, the human-powered driving force is equal to or greater than the first driving force, and the inclination angle of the human-powered vehicle is a second angle different from the first angle.

8. the tilt angle is a pitch angle of the human-powered vehicle when the human-powered vehicle travels uphill, the first angle is greater than the second angle; The control device according to claim 7 , wherein the control unit controls the motor such that a maximum value of an output of the motor in the third control state is greater than the maximum value of the output of the motor in the fourth control state.

9. the tilt angle is a pitch angle of the human-powered vehicle when the human-powered vehicle travels downhill; the first angle is greater than the second angle; The control device according to claim 7 , wherein the control unit controls the motor such that a maximum value of the output of the motor in the third control state is smaller than the maximum value of the output of the motor in the fourth control state.

10. 10. The control device according to claim 8 or 9, wherein the control unit controls the motor in the fourth control state when the rotation speed of the input rotation shaft is greater than a first rotation speed and the tilt angle is the first angle, or when a human-powered driving force input to the human-powered vehicle is less than a first driving force and the tilt angle is the first angle.

11. A control device for a human-powered vehicle, A control unit configured to control a motor that provides a propulsive force to the human-powered vehicle, The control unit is a control device that controls the motor in accordance with information relating to a gear ratio in a power transmission path between an input rotating shaft of the human-powered vehicle and wheels of the human-powered vehicle, and information relating to an inclination angle of the human-powered vehicle.

12. the inclination angle of the human-powered vehicle is a pitch angle of the human-powered vehicle when the human-powered vehicle travels uphill, 12. The control device according to claim 11, wherein the control unit controls the motor to increase at least one of an assist ratio of an assist force by the motor to a human-powered driving force input to the human-powered vehicle, a maximum value of an output of the motor, and a first rate of change of an increase in a speed of the output of the motor relative to a speed of increase in the human-powered driving force, when the gear ratio is equal to or less than a ninth ratio and the tilt angle is equal to or greater than a third angle, compared to when the gear ratio is equal to or less than the ninth ratio and the tilt angle is less than the third angle, or when the gear ratio is greater than the ninth ratio and the tilt angle is equal to or greater than the third angle.

13. the inclination angle of the human-powered vehicle is a pitch angle of the human-powered vehicle when the human-powered vehicle travels uphill, 13. The control device according to claim 11 or 12, wherein the control unit controls the motor to reduce a second rate of change of a rate of decrease in the output of the motor relative to a rate of decrease in human-powered driving force input to the human-powered vehicle when the gear ratio is a tenth ratio or less and the tilt angle is a fourth angle or more, compared to when the gear ratio is the tenth ratio or less and the tilt angle is less than the fourth angle, or when the gear ratio is greater than the tenth ratio and the tilt angle is the fourth angle or more.

14. A control device for a human-powered vehicle, A control unit configured to control a motor that provides a propulsive force to the human-powered vehicle, The control unit is when a rotation speed of an input rotation shaft of the human-powered vehicle is equal to or lower than a first rotation speed and a human-powered driving force input to the human-powered vehicle is equal to or higher than a first driving force, the motor is controlled in a fifth control state, and when the rotation speed of the input rotation shaft is higher than the first rotation speed or the human-powered driving force is lower than the first driving force, the motor is controlled in a sixth control state; A control device wherein at least one of a maximum value of the motor output, a first rate of change of a rate of increase in the motor output relative to a rate of increase in the manual driving force, and a second rate of change of a rate of decrease in the motor output relative to a rate of decrease in the manual driving force is different between the fifth control state and the sixth control state.

15. A control device for a human-powered vehicle, A control unit configured to control a motor that provides a propulsive force to the human-powered vehicle, The control unit is A control device that controls the motor in a seventh control state when the rotational speed of an input rotating shaft of the human-powered vehicle is less than a first rotational speed, a human-powered driving force input to the human-powered vehicle is greater than or equal to a first driving force, and an acceleration in the direction of travel of the human-powered vehicle is less than a first acceleration, and controls the motor in an eighth control state different from the seventh control state when at least one of the rotational speed of the input rotating shaft is greater than the first rotational speed, the human-powered driving force is less than the first driving force, and the acceleration is greater than or equal to the first acceleration.

16. 16. The control device according to claim 15, wherein the control unit controls the motor so that at least one of an assist ratio of an assist force by the motor to the manual driving force, a maximum value of an output of the motor, a first rate of change of an increase rate of the output of the motor relative to an increase rate of the manual driving force, and a second rate of change of a decrease rate of the output of the motor relative to a decrease rate of the manual driving force is different between the seventh control state and the eighth control state.

17. 17. The control device according to claim 16, wherein the control unit controls the motor to increase at least one of the assist ratio of the assist force of the motor to the manual driving force, the maximum value of the output of the motor, and the first rate of change of the increase rate of the output of the motor relative to the increase rate of the manual driving force in the seventh control state more than in the eighth control state.

18. 18. The control device according to claim 16, wherein the control unit controls the motor so as to reduce the second rate of change of a rate of decrease in the output of the motor relative to a rate of decrease in the manual driving force in the seventh control state more than in the eighth control state.

19. A control device for a human-powered vehicle, A control unit configured to control a motor that provides a propulsive force to the human-powered vehicle, The control unit is when the rotation speed of the input rotation shaft of the human-powered vehicle is equal to or lower than a second rotation speed and the human-powered driving force input to the human-powered vehicle is equal to or higher than 40 Nm, controlling the motor in a ninth control state; a control device that controls the motor in a tenth control state different from the ninth control state when the rotation speed of the input rotation shaft is higher than the second rotation speed or when the manual driving force is less than 40 Nm.

20. 20. The control device according to claim 19, wherein the control unit controls the motor so that at least one of an assist ratio of an assist force by the motor to the manual driving force, a maximum value of the output of the motor, a first rate of change of an increase rate of the output of the motor in response to an increase in the manual driving force, and a second rate of change of a decrease rate of the output of the motor in response to a decrease in the manual driving force is different between the ninth control state and the tenth control state.

21. 21. The control device according to claim 20, wherein the control unit controls the motor to increase at least one of the assist ratio of the assist force of the motor to the manual driving force, the maximum value of the output of the motor, and the first rate of change of the increase rate of the output of the motor relative to the increase rate of the manual driving force, in the ninth control state, more than in the tenth control state.

22. 22. The control device according to claim 20, wherein the control unit controls the motor so as to reduce the second rate of change of a rate of decrease in the output of the motor relative to a rate of decrease in the manual driving force in the ninth control state more than in the tenth control state.

Images