Control device and drive unit for human-powered vehicles

Abstract

The present invention provides a control device and a drive unit for a human-powered vehicle that can suitably control the motor according to the riding conditions. [Solution] The control device for a human-powered vehicle includes a control unit that controls a motor that assists in the propulsion of a human-powered vehicle having a crank, and the control unit controls the motor in a fourth control state when the angle of the vehicle body of the human-powered vehicle is a third angle or greater and the human-powered driving force input to the crank is less than a predetermined value, and controls the motor in a fifth control state different from the fourth control state when the angle of the vehicle body is a third angle or greater and the human-powered driving force is greater than or equal to the predetermined value.

Description

Technical Field

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

Background Art

[0002] For example, the control device for a human-powered vehicle disclosed in Patent Document 1 reduces the assist ratio according to a predetermined condition.

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 and a drive unit for a human-powered vehicle that can suitably control a motor according to a riding state.

Means for Solving the Problems

[0005] A control device for a human-powered vehicle according to a first aspect of the present disclosure includes a control unit that controls a motor that assists in propelling a human-powered vehicle having a crank. When the control unit is controlling the motor in a first control state and the angle of the vehicle body of the human-powered vehicle is greater than or equal to a first angle, the motor is controlled in a second control state different from the first control state. When the angle is greater than or equal to a second angle greater than the first angle, the motor is controlled in a third control state different from the second control state. At least one of the ratio of the output of the motor to the human driving force input to the crank and the upper limit value of the output of the motor is greater in the second control state than in the first control state and greater in the third control state than in the second control state, or is smaller in the second control state than in the first control state and smaller in the third control state than in the second control state. At least one of the ratio of the motor output to the human-powered driving force input to the crank and the upper limit of the motor output includes only the ratio of the motor output to the human-powered driving force input to the crank, only the upper limit of the motor output, or both the ratio of the motor output to the human-powered driving force input to the crank and the upper limit of the motor output. According to the control device for the human-powered vehicle on the first side, as the tilt angle of the vehicle body increases, the control state of the motor can be changed in the order of first control state, second control state, and third control state, so that the motor can be suitably controlled according to the riding state.

[0006] In a control device for a human-powered vehicle according to a second aspect of the first aspect of this disclosure, in the second control state, at least one of the ratio and the upper limit is greater than in the first control state and greater than in the third control state. According to the control device for the human-powered vehicle on the second side, when the angle of the vehicle body is greater than or equal to the first angle and less than the second angle, at least one of the ratio and the upper limit can be made larger than when the angle of the vehicle body is less than the first angle or greater than or equal to the second angle.

[0007] In a control device for a human-powered vehicle according to a third aspect of the second aspect of this disclosure, the control unit stops the motor from driving in the third control state. According to the control device for the human-powered vehicle on the third side, the motor can be stopped when the angle of the vehicle body is greater than or equal to the second angle.

[0008] A control device for a human-powered vehicle according to a fourth aspect of this disclosure includes a control unit for controlling a motor that assists in the propulsion of a human-powered vehicle having a crank, wherein the control unit controls the motor in a fourth control state when the angle of the vehicle body of the human-powered vehicle is a third angle or greater and the rotation angle of the crank is maintained within a predetermined range, and controls the motor in a fifth control state different from the fourth control state when the angle is a third angle or greater and the crank rotates beyond the predetermined range. According to the control device for the human-powered vehicle on the fourth side, when the angle of the human-powered vehicle body is greater than or equal to the third angle, the control state of the motor can be changed according to the rotation angle of the crank, so that the motor can be appropriately controlled according to the riding state.

[0009] A control device for a human-powered vehicle according to a fifth aspect of this disclosure includes a control unit for controlling a motor that assists in the propulsion of a human-powered vehicle having a crank, wherein the control unit controls the motor in a fourth control state when the angle of the vehicle body of the human-powered vehicle is a third angle or greater and the human-powered force input to the crank is less than a predetermined value, and controls the motor in a fifth control state different from the fourth control state when the angle is a third angle or greater and the human-powered force is greater than or equal to the predetermined value. According to the control device for the human-powered vehicle on the fifth side, when the angle of the human-powered vehicle body is greater than or equal to the third angle, the control state of the motor can be changed according to the human-powered driving force input to the crank, so that the motor can be appropriately controlled according to the riding condition.

[0010] A control device for a human-powered vehicle according to the sixth aspect of this disclosure includes a control unit for controlling a motor that assists in the propulsion of a human-powered vehicle having a steering unit and a crank, wherein the control unit controls the motor in a fourth control state when the angle of the vehicle body of the human-powered vehicle is a third angle or greater and the change in the load of the steering unit or the load of the steering unit is greater than or equal to a predetermined value, and controls the motor in a fifth control state different from the fourth control state when the angle is a third angle or greater and the change in the load of the steering unit or the load of the steering unit is less than the predetermined value. According to the control device for human-powered vehicles on the sixth side, the control state of the motor can be changed according to the angle of the vehicle body and the amount of change in the load on the steering part or the load on the steering part, so the motor can be suitably controlled according to the riding condition.

[0011] A control device for a human-powered vehicle according to the seventh aspect of this disclosure includes a control unit for controlling a motor that assists in the propulsion of a human-powered vehicle having a crank, wherein the control unit controls the motor in a fourth control state when the angle of the vehicle body of the human-powered vehicle is a third angle or greater and the rider is moving the human-powered vehicle forward without rotating the crank, and controls the motor in a fifth control state different from the fourth control state when the angle is a third angle or greater and the rider is moving the human-powered vehicle forward by rotating the crank. According to the control device for the human-powered vehicle on the seventh side, when the angle of the vehicle body is greater than or equal to the third angle, the control state of the motor can be changed according to the rotation state of the crank, so that the motor can be appropriately controlled according to the riding state.

[0012] In a control device for a human-powered vehicle according to an eighth aspect of any one of the fourth to seventh aspects of this disclosure, the control unit controls the motor such that at least one of the ratio of the motor output to the human-powered driving force input to the crank of the human-powered vehicle, and the upper limit of the motor output, is different in the fifth control state than in the fourth control state. According to the control device for a human-powered vehicle on the eighth side, in the fourth control state and the fifth control state, at least one of the ratio and the upper limit can be set to a value appropriate for each control state.

[0013] In a control device for a human-powered vehicle according to the ninth aspect of the eighth aspect of this disclosure, at least one of the ratio and the upper limit is smaller in the fifth control state than in the fourth control state. According to the control device for a human-powered vehicle on the ninth side, in the fifth control state, at least one of the ratio and the upper limit can be made smaller than in the fourth control state.

[0014] In a control device for a human-powered vehicle according to the 10th aspect of the 9th aspect of this disclosure, the control unit stops the motor from driving in the 5th control state. According to the control device for the human-powered vehicle on the 10th side, the motor can be stopped in the 5th control state.

[0015] A control device for a human-powered vehicle according to the eleventh aspect of this disclosure includes a control unit for controlling a motor that assists in the propulsion of the human-powered vehicle, wherein the control unit controls the motor in a sixth control state when the angle of the vehicle body of the human-powered vehicle is a fourth angle or greater, and controls the motor in a seventh control state different from the sixth control state when the angle remains at or above the fourth angle for a predetermined period of time or longer. According to the control device for the human-powered vehicle on the 11th side, the motor control state can be changed according to the duration of time during which the angle remains at or above the 4th angle, so the motor can be appropriately controlled according to the riding conditions.

[0016] In a control device for a human-powered vehicle according to the twelfth aspect of the eleventh aspect of this disclosure, the control unit controls the motor such that at least one of the ratio of the motor output to the human-powered driving force input to the crank of the human-powered vehicle, and the upper limit of the motor output, is different in the seventh control state than in the sixth control state. According to the control device for a human-powered vehicle on the 12th side, in the 6th control state and the 7th control state, at least one of the ratio and the upper limit can be set to a value appropriate for each control state.

[0017] In a control device for a human-powered vehicle according to the 13th aspect of the 12th aspect of this disclosure, at least one of the ratio and the upper limit is smaller in the 7th control state than in the 6th control state. According to the control device for a human-powered vehicle on the 13th side, if the angle remains at or above the fourth angle for a predetermined period of time, at least one of the ratio and the upper limit can be made smaller than when the angle remains at or above the fourth angle for less than a predetermined period of time.

[0018] In a control device for a human-powered vehicle according to a fourteenth aspect of the twelveth or thirteenth aspect of the present disclosure, the control unit controls the motor in an eighth control state that is different from the sixth control state and the seventh control state when the angle is less than the fourth angle. According to the control device for a human - powered vehicle of the 14th aspect, when the angle is less than the fourth angle, the motor can be controlled differently from when the angle is greater than or equal to the fourth angle.

[0019] In the control device for a human - powered vehicle of the 15th aspect according to the 14th aspect of the present disclosure, the control unit controls the motor such that at least one of the ratio and the upper limit value is different from the case of the 6th control state and the case of the 8th control state in the 7th control state. According to the control device for a human - powered vehicle of the 15th aspect, when the angle is greater than or equal to the fourth angle and when the angle is less than the fourth angle, at least one of the ratio and the upper limit value can be set to a value suitable for each case.

[0020] In the control device for a human - powered vehicle of the 16th aspect according to the 15th aspect of the present disclosure, at least one of the ratio and the upper limit value is smaller in the 7th control state than in the case of the 8th control state. According to the control device for a human - powered vehicle of the 16th aspect, when the state where the angle is greater than or equal to the fourth angle continues for a predetermined time or more, at least one of the ratio and the upper limit value can be made smaller than when the angle is less than the fourth angle.

[0021] In the control device for a human - powered vehicle of the 17th aspect according to any one of the 12th to 16th aspects of the present disclosure, the control unit stops the driving of the motor in the 7th control state. According to the control device for a human - powered vehicle of the 17th aspect, the driving of the motor can be stopped in the 7th control state.

[0022] In the control device for a human - powered vehicle of the 18th aspect according to any one of the 1st to 17th aspects of the present disclosure, the angle of the vehicle body includes at least one of the pitch angle of the vehicle body and the roll angle of the vehicle body. According to the control device for a human - powered vehicle of the 18th aspect, the motor can be preferably controlled according to only the pitch angle of the vehicle body, the roll angle of the vehicle body, or both the pitch angle and the roll angle of the vehicle body.

[0023] A control device for a human-powered vehicle according to a 19th aspect of any one of the first to 18 aspects of this disclosure, further comprising a detection unit configured to detect the angle of the vehicle body. According to the control device for a human-powered vehicle on the 19th side, the angle of the vehicle body can be suitably detected by the detection unit.

[0024] A control device for a human-powered vehicle according to the 20th aspect of this disclosure includes a control unit that controls a motor that assists in the propulsion of a human-powered vehicle having a handle and a crank, the control unit controls the motor in accordance with the load on the handle and the human-powered force input to the crank. According to the control device for human-powered vehicles on the 20th side, the motor can be appropriately controlled according to the load on the handlebars and the human-powered driving force, so the motor can be appropriately controlled according to the riding conditions.

[0025] In a control device for a human-powered vehicle according to the 21st aspect of the 20th aspect of this disclosure, the control unit controls the motor in a 9th control state when the load on the handle is greater than or equal to a predetermined value, and controls the motor in a 10th control state different from the 9th control state when the load on the handle is less than the predetermined value. According to the control device for human-powered vehicles on side 21, the motor can be controlled differently when the load on the handlebars is greater than or equal to a predetermined value compared to when the load on the handlebars is less than a predetermined value.

[0026] In a control device for a human-powered vehicle according to the 22nd aspect of the 20th or 21st aspect of this disclosure, the load on the handle is a load on the handle in a predetermined direction. According to the control device for a human-powered vehicle on the 22nd side, the motor can be suitably controlled in accordance with the load on the handle in a predetermined direction.

[0027] A drive unit for a human-powered vehicle according to the 23rd aspect of this disclosure includes a control device for a human-powered vehicle according to any one of the 1st to 22nd aspects, and a motor configured to assist in the propulsion of the human-powered vehicle. According to the drive unit for a human-powered vehicle on the 23rd side, the motor can be suitably controlled according to the riding conditions. [Effects of the Invention]

[0028] The control device and drive unit for a human-powered vehicle disclosed herein can suitably control the motor according to the riding conditions. [Brief explanation of the drawing]

[0029] [Figure 1] A side view of a human-powered vehicle including a drive unit for a human-powered vehicle according to the first embodiment. [Figure 2] A block diagram showing the electrical configuration of a drive unit for a human-powered vehicle according to the first embodiment. [Figure 3] A flowchart of the process performed by the control unit in Figure 2 to control the motor according to the angle of the vehicle body. [Figure 4] A flowchart of the process performed by the control unit of the second embodiment to control the motor according to the angle of the vehicle body and the rotation state of the crank. [Figure 5] A flowchart of the process performed by the control unit of the third embodiment to control the motor according to the angle of the vehicle body and the human-powered driving force. [Figure 6] A block diagram showing the electrical configuration of the drive unit for a human-powered vehicle according to the fourth embodiment. [Figure 7] A flowchart of the process performed by the control unit in Figure 6 to control the motor according to the vehicle body angle and steering load. [Figure 8] A flowchart of the process performed by the control unit of the fifth embodiment to control the motor according to the angle of the vehicle body and the rotation state of the crank by the rider. [Figure 9] A flowchart of the process performed by the control unit of the sixth embodiment to control the motor according to the angle and time of the vehicle body. [Figure 10] A block diagram showing the electrical configuration of the drive unit for a human-powered vehicle according to the seventh embodiment. [Figure 11]A flowchart of the process performed by the control unit in Figure 10 to control the motor according to the load on the handle. [Modes for carrying out the invention]

[0030] (First Embodiment) Referring to Figures 1 to 3, a drive unit 50 for a human-powered vehicle, including a control device 60 for a human-powered vehicle according to the first embodiment, will be described. The drive unit 50 for a human-powered vehicle is used in a human-powered vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven by at least a human-powered driving force H. The human-powered vehicle 10 is not limited in the number of wheels and includes, for example, a single-wheeled vehicle and a vehicle with three or more wheels. The human-powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bicycles. Bicycles include electric bicycles (E-bikes) that are driven by an electric motor. Electric bicycles include electric assist bicycles in which propulsion is assisted by an electric motor. Hereinafter, in the embodiments, the human-powered vehicle 10 will be described as a bicycle having two wheels.

[0031] The human-powered vehicle 10 includes a crank 12, drive wheels 14, and a vehicle body 16. The vehicle body 16 includes a frame 18 and a steering unit 20. A human-powered driving force H is input to the crank 12. The crank 12 includes a crankshaft 12A that is rotatable relative to the frame 18, and crank arms 12B provided at the axial ends of the crankshaft 12A. A pair of pedals 22 are individually connected to each crank arm 12B. The drive wheels 14 are driven by the rotation of the crank 12. The drive wheels 14 are supported by the frame 18. The crank 12 and the drive wheels 14 are connected by a drive mechanism 24. The drive mechanism 24 includes a first rotating body 26 coupled to the crankshaft 12A. The crankshaft 12A and the first rotating body 26 may be coupled to rotate together as a single unit, or they may be coupled via a first one-way clutch. The first one-way clutch is configured to rotate the first rotating body 26 forward when the crank 12 rotates forward, and to prevent the first rotating body 26 from rotating backward when the crank 12 rotates backward. The first rotating body 26 includes a sprocket, pulley, or bevel gear. The drive mechanism 24 further includes a second rotating body 28 and a connecting member 30. The connecting member 30 transmits the rotational force of the first rotating body 26 to the second rotating body 28. The connecting member 30 includes, for example, a chain, belt, or shaft.

[0032] The second rotating body 28 is connected to the drive wheel 14. The second rotating body 28 includes a sprocket, pulley, or bevel gear. Preferably, a second one-way clutch is provided between the second rotating body 28 and the drive wheel 14. The second one-way clutch is configured to rotate the drive wheel 14 forward when the second rotating body 28 rotates forward, and to prevent the drive wheel 14 from rotating backward when the second rotating body 28 rotates backward. The human-powered vehicle 10 may include a transmission 42 used to change the rotational speed of the drive wheel 14 relative to the rotational speed of the crankshaft 12A. The transmission 42 may include, for example, at least one of a front derailleur, a rear derailleur, and an internal gear hub. The transmission 42 may include only a front derailleur, only a rear derailleur, only an internal gear hub, or any combination of a front derailleur, a rear derailleur, and an internal gear hub. In this embodiment, at least one of the first rotating body 26 and the second rotating body 28 includes a plurality of sprockets. The first rotating body 26 alone, the second rotating body 28 alone, or both the first rotating body 26 and the second rotating body 28 may include a plurality of sprockets. In this embodiment, the first rotating body 26 includes one sprocket, and the second rotating body 28 includes a plurality of sprockets. The derailleur includes a front derailleur if the first rotating body 26 includes a plurality of front sprockets, and a rear derailleur if the second rotating body 28 includes a plurality of front sprockets. If the transmission 42 includes an internal gear hub, the internal gear hub is provided, for example, on the hub of the drive wheel 14.

[0033] The human-powered vehicle 10 includes a front wheel and a rear wheel. The front wheel is attached to the frame 18 via a steering section 20. The steering section 20 includes a front fork 32 and a handle section 34. The handle section 34 includes a stem 36 and a handlebar 38. The handlebar 38 is connected to the front fork 32 via the stem 36. In the following embodiments, the rear wheel is described as the drive wheel 14, but the front wheel may also be the drive wheel 14.

[0034] The human-powered vehicle 10 further includes a battery 40. The battery 40 includes one or more battery cells. The battery cells include rechargeable batteries. The battery 40 supplies power to other electrical components provided in the human-powered vehicle 10 and electrically connected to the battery 40, such as a control device 60 for the human-powered vehicle. The battery 40 is communicably connected to the control device 60 for the human-powered vehicle by wire or wireless means. The battery 40 can communicate with the control device 60 for the human-powered vehicle, for example, by power line communication (PLC). The battery 40 may be mounted outside the frame 18, or at least a portion of it may be housed inside the frame 18.

[0035] The human-powered vehicle drive unit 50 includes a human-powered vehicle control device 60 and a motor 52 configured to assist in the propulsion of the human-powered vehicle. The human-powered vehicle drive unit 50 further includes a drive circuit 54. The drive circuit 54 includes an inverter circuit. The motor 52 is preferably housed in the same housing as the drive circuit. The drive circuit 54 controls the power supplied from the battery 40 to the motor 52. The drive circuit 54 is communicated with the human-powered vehicle control device 60 by wire or wireless means. The drive circuit 54 can communicate with the control unit 62 of the human-powered vehicle control device 60, for example, by serial communication. The drive circuit 54 may be included in the human-powered vehicle control device 60. The drive circuit 54 drives the motor 52 in response to a control signal from the control unit 62.

[0036] The motor 52 includes an electric motor. The motor 52 is provided in the power transmission path of the human-powered driving force H from the pedal 22 to the rear wheel, or to transmit rotation to the front wheel. The motor 52 is provided on the frame 18, the rear wheel, or the front wheel of the human-powered vehicle 10. In this embodiment, the motor 52 is coupled to the power transmission path from the crankshaft 12A to the first rotating body 26. Preferably, a one-way clutch is provided in the power transmission path between the motor 52 and the crankshaft 12A so that the motor 52 does not rotate due to the rotational force of the crank 12 when the crankshaft 12A is rotated in the direction in which the human-powered vehicle 10 moves forward. The housing in which the motor 52 and the drive circuit 54 are provided may also be provided with components other than the motor 52 and the drive circuit 54, for example, a reduction gear that reduces the rotation of the motor 52 and outputs it.

[0037] The control device 60 for a human-powered vehicle 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 control unit 62 may include one or more microcomputers. The control unit 62 may include multiple arithmetic processing units located in separate locations. The control device 60 for a human-powered vehicle further includes a storage unit 64. The storage unit 64 stores various control programs and information used for various control processes. The storage unit 64 includes, for example, non-volatile memory and volatile memory. The control unit 62 and the storage unit 64 are housed in, for example, a housing in which a motor 52 is provided.

[0038] The control device 60 for a human-powered vehicle preferably further includes a crank rotation sensor 66, a vehicle speed sensor 68, and a torque sensor 70. The crank rotation sensor 66, the vehicle speed sensor 68, and the torque sensor 70 may be provided inside or outside the housing in which the motor 52 is provided. At least one of the crank rotation sensor 66, the vehicle speed sensor 68, and the torque sensor 70 may not be included in the control device 60 for a human-powered vehicle.

[0039] The crank rotation sensor 66 is used to detect the rotational speed N of the crank 12 of the human-powered vehicle 10. The crank rotation sensor 66 is mounted, for example, on the frame 18 of the human-powered vehicle 10 or on the housing where the motor 52 is provided. The crank rotation sensor 66 is configured to include a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided on the crankshaft 12A or in the power transmission path between the crankshaft 12A and the first rotating body 26. The crank rotation sensor 66 is communicated with the control unit 62 by wire or wireless means. The crank rotation sensor 66 outputs a signal to the control unit 62 corresponding to the rotational speed N of the crank 12. The crank rotation sensor 66 may be provided on a member that rotates integrally with the crankshaft 12A in the power transmission path of the human-powered driving force H from the crankshaft 12A to the first rotating body 26. For example, the crank rotation sensor 66 may be provided on the first rotating body 26 if a first one-way clutch is not provided between the crankshaft 12A and the first rotating body 26. The crank rotation sensor 66 may also be used to detect the vehicle speed V of the human-powered vehicle 10. In this case, the control unit 62 calculates the rotational speed of the drive wheel 14 according to the rotational speed N of the crank 12 detected by the crank rotation sensor 66 and the gear ratio, and detects the vehicle speed V of the human-powered vehicle 10. Information regarding the gear ratio is stored in advance in the storage unit 64.

[0040] If the human-powered vehicle 10 is equipped with a transmission for changing the gear ratio, the control unit 62 may calculate the gear ratio according to the vehicle speed V of the human-powered vehicle 10 and the rotational speed N of the crank 12. In this case, information regarding the circumference of the drive wheel 14, the diameter of the drive wheel 14, or the radius of the drive wheel 14 is pre-stored in the storage unit 64. The human-powered vehicle control device 60 may also include a gear sensor. The gear sensor is provided, for example, in the transmission 42. The gear sensor detects the current gear stage of the transmission 42. The gear sensor is electrically connected to the control unit 62. The relationship between the gear stage and the gear ratio is pre-stored in the storage unit 64. The control unit 62 can detect the current gear ratio from the detection result of the gear sensor. The control unit 62 can calculate the rotational speed N of the crank 12 by dividing the rotational speed of the drive wheel 14 by the gear ratio. In this case, the vehicle speed sensor 68 and the gear shift sensor may be used as the crank rotation sensor 66. The gear shift sensor may be provided in the gear shift operating section rather than the gear shift 42, or it may be provided on the gear shift wire.

[0041] The vehicle speed sensor 68 is used to detect the rotational speed of the wheels. The vehicle speed sensor 68 is electrically connected to the control unit 62 by wire or wireless. The vehicle speed sensor 68 is also communicatively connected to the control unit 62 by wire or wireless. The vehicle speed sensor 68 outputs a signal to the control unit 62 corresponding to the rotational speed of the wheels. The control unit 62 calculates the vehicle speed V of the human-powered vehicle 10 based on the rotational speed of the wheels. When the vehicle speed V exceeds a predetermined value, the control unit 62 stops the motor 52. The predetermined value is, for example, 25 km / h or 45 km / h. The vehicle speed sensor includes, for example, magnetic leads that constitute a reed switch, or a Hall element. The vehicle speed sensor 68 may be configured to be mounted on the chainstay of the frame 18 and detect a magnet attached to the rear wheel, or it may be provided on the front fork 32 and detect a magnet attached to the front wheel. In another example, the vehicle speed sensor 68 includes a GPS receiver. The control unit 62 may detect the vehicle speed V of the human-powered vehicle 10 based on GPS information acquired by the GPS receiver, map information pre-recorded in the storage unit 64, and time. Preferably, the control unit 62 includes a timer for measuring time.

[0042] The torque sensor 70 is used to detect the torque TH of the human-powered driving force H. The torque sensor 70 is provided, for example, in a housing in which the motor 52 is provided. The torque sensor 70 detects the torque TH of the human-powered driving force H input to the crank 12. The torque sensor 70 is provided, for example, upstream of the first one-way clutch if a first one-way clutch is provided in the power transmission path. The torque sensor 70 includes a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. If the torque sensor 70 includes a strain sensor, the strain sensor is preferably provided on the outer circumference of a rotating body included in the power transmission path. The torque sensor 70 may include a wireless or wired communication unit. The communication unit of the torque sensor 70 is configured to communicate with the control unit 62.

[0043] The control unit 62 controls the motor 52 so that the assist force provided by the motor 52 is, for example, a predetermined ratio A to the human-powered driving force H. The control unit 62 may also control the motor 52 so that the output torque TM of the assist force provided by the motor 52 is a predetermined ratio A to the torque TH of the human-powered driving force H of the human-powered vehicle 10. The control unit 62 controls the motor 52 in one control mode selected from a plurality of different control modes for the ratio A of the output of the motor 52 to the human-powered driving force H. The torque ratio AT of the output torque TM of the motor 52 to the torque TH of the human-powered driving force H of the human-powered vehicle 10 may be described as ratio A. The control unit 62 may also control the motor 52 so that the power WM (watts) of the motor 52 is a predetermined ratio A to the power WH (watts) of the human-powered driving force H. The ratio AW of the power WM of the output of the motor 52 to the power WH of the human-powered driving force H of the human-powered vehicle 10 may be described as ratio A. The power WH of the human-powered driving force H is calculated by multiplying the human-powered driving force H by the rotational speed N of the crank 12. When the output of the motor 52 is input to the power path of the human-powered driving force H via a reduction gear, the output of the reduction gear is used as the output of the motor 52. The control unit 62 outputs a control command to the drive circuit 54 of the motor 52 according to the power WH or torque TH of the human-powered driving force H. The control command includes, for example, a torque command value.

[0044] The control unit 62 controls the motor 52 so that the upper limit value MX of the motor 52's output is less than or equal to a predetermined value. The control unit 62 controls the motor 52 in one control mode selected from, for example, a plurality of control modes with different upper limit values ​​MX. The output of the motor 52 includes the output torque TM of the motor 52. The output of the motor 52 may also include the power WM of the motor 52. In this case, the control unit 62 controls the motor 52 so that the power WM of the motor 52 is less than or equal to a predetermined value WM1. In one example, the predetermined value WM1 is 500 watts. In another example, the predetermined value WM1 is 300 watts. The control unit 62 may also control the motor 52 so that the torque ratio AT is less than or equal to a predetermined torque ratio AT1. In one example, the predetermined torque ratio AT1 is 300%.

[0045] In each of the multiple control modes, at least one of ratio A and the upper limit value MX of the motor 52 output may be different. In each of the multiple control modes, only ratio A, only upper limit value MX, or both ratio A and upper limit value MX may be different. In this case, the control unit 62 controls the motor 52 so that the output of the motor 52 is less than or equal to the ratio A defined in the motor 52 control mode in which the motor 52 is selected, and less than or equal to a predetermined value.

[0046] The control unit 62 controls a motor 52 that assists in the propulsion of a human-powered vehicle 10 having a crank 12. When the control unit 62 is controlling the motor 52 in the first control state, if the angle D of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to a first angle D1, the control unit 62 controls the motor 52 in a second control state different from the first control state. When the angle D is greater than or equal to a second angle D2 which is greater than the first angle D1, the control unit 62 controls the motor 52 in a third control state different from the second control state. At least one of the ratio A of the output of the motor 52 to the human-powered driving force H input to the crank 12 and the upper limit value MX of the output of the motor 52 is greater in the second control state than in the first control state and greater than in the third control state, or less in the second control state than in the first control state and less than in the third control state. Preferably, in the second control state, at least one of ratio A and upper limit value MX is greater than in the first control state and greater than in the third control state. The control unit 62 preferably stops driving the motor 52 in the third control state. The angle of the body 16 of the human-powered vehicle 10 is 0 degrees when the human-powered vehicle 10 is upright with the front and rear wheels touching a horizontal surface. The first angle D1 is greater than 0 degrees. The first angle D1 is, for example, included in the range of 20 to 40 degrees. The second angle D2 is greater than 0 degrees and less than 90 degrees. The second angle D2 is, for example, included in the range of 30 to 50 degrees.

[0047] The angle D of the vehicle body 16 preferably includes at least one of the pitch angle DP and the roll angle DR of the vehicle body 16.

[0048] If the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 controls the motor 52 in the first control state, and if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the first pitch angle DP1, it controls the motor 52 in the second control state, and if the pitch angle DP is greater than or equal to the second pitch angle DP2 which is greater than the first pitch angle DP1, it controls the motor 52 in the third control state.

[0049] If the angle D of the vehicle body 16 includes only the roll angle DR, the control unit 62 controls the motor 52 in the first control state, and if the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the first roll angle DR1, it controls the motor 52 in the second control state, and if the roll angle DR is greater than or equal to the second roll angle DR2 which is greater than the first roll angle DR1, it controls the motor 52 in the third control state.

[0050] If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the second control state if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the first pitch angle DP1, or if the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the first roll angle DR1. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the third control state if the pitch angle DP is greater than or equal to the second pitch angle DP2, or if the roll angle DR is greater than or equal to the second roll angle DR2, which is greater than the first roll angle DR1.

[0051] If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may, when controlling the motor 52 in the first control state, control the motor 52 in the second control state if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the first pitch angle DP1, and the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the first roll angle DR1. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may, when controlling the motor 52 in the second control state, control the motor 52 in the third control state if the pitch angle DP is greater than or equal to the second pitch angle DP2, and the roll angle DR is greater than or equal to the second roll angle DR2, which is greater than the first roll angle DR1.

[0052] When the pitch angle DP becomes large, it includes cases where the front wheel is lifted off the ground without pedaling to overcome an obstacle, and cases where the front wheel is lifted off the ground and pedaling is performed (wheelie riding). When performing wheelie riding, the pitch angle DP tends to be larger than when the front wheel is lifted off the ground to overcome an obstacle. It is preferable that the first pitch angle DP1 be set to a value suitable for determining the pitch angle DP when overcoming an obstacle. It is preferable that the second pitch angle DP2 be set to a value suitable for determining wheelie riding. In the second control state, the control unit 62 makes it easier to apply assist force from the motor 52 to the human-powered vehicle 10 when overcoming an obstacle, and easier to reduce the assist force when performing wheelie riding, by making at least one of the ratio A and the upper limit value MX larger than in the first control state and also larger than in the third control state.

[0053] When the vehicle body 16 includes a roll angle DR, the control unit 62, in the second control state, makes it easier to apply assist force from the motor 52 to the human-powered vehicle 10 when the roll angle DR is relatively small, and easier to reduce the assist force when the roll angle DR is relatively large.

[0054] The control device 60 for the human-powered vehicle further includes a detection unit 72 configured to detect the angle D of the vehicle body 16. The detection unit 72 may be provided in the housing where the motor 52 is provided, or it may be provided in the frame 18. The detection unit 72 is not required to be included in the control device 60 for the human-powered vehicle.

[0055] The detection unit 72 includes, for example, a tilt sensor. The tilt sensor detects the tilt angle of the vehicle body 16. The tilt sensor includes, for example, a gyro sensor. Preferably, the gyro sensor includes a 3-axis gyro sensor. Preferably, the gyro sensor is configured to detect the yaw angle DY of the vehicle body 16, the roll angle DR of the vehicle body 16, and the pitch angle DP of the vehicle body 16. Preferably, the three axes of the gyro sensor are provided on the human-powered vehicle 10 so as to be aligned with the longitudinal, lateral, and vertical directions of the human-powered vehicle 10 when the human-powered vehicle 10 is upright with its front and rear wheels grounded on a horizontal surface. The gyro sensor may include a 1-axis gyro sensor or a 2-axis gyro sensor. The detection unit 72 may also include an acceleration sensor. The acceleration sensor detects at least one acceleration in the longitudinal, lateral, and vertical directions of the human-powered vehicle 10 when the human-powered vehicle 10 is upright on a horizontal surface.

[0056] Referring to Figure 3, the process of controlling the motor 52 according to the angle D of the vehicle body 16 will be described. When power is supplied to the control unit 62, it starts processing and proceeds to step S11 of the flowchart shown in Figure 3. In this embodiment, the control unit 62 starts in the first control state when power is supplied. When the flowchart in Figure 3 ends, the control unit 62 repeats the processing from step S11 at predetermined intervals until the power supply is stopped.

[0057] In step S11, the control unit 62 determines whether or not it is in the first control state. If it is in the first control state, the control unit 62 proceeds to step S12. In step S12, the control unit 62 determines whether or not the angle D of the vehicle body 16 is greater than or equal to the first angle D1. If the angle D of the vehicle body 16 is greater than or equal to the first angle D1, the control unit 62 proceeds to step S13. In step S13, the control unit 62 controls the motor 52 in the second control state and proceeds to step S14. If the control unit 62 determines in step S12 that the angle D of the vehicle body 16 is not greater than or equal to the first angle D1, it proceeds to step S14 without going through step S13.

[0058] In step S14, the control unit 62 determines whether the angle D of the vehicle body 16 is less than the first angle D1. If the angle D of the vehicle body 16 is less than the first angle D1, the control unit 62 proceeds to step S15. In step S15, the control unit 62 controls the motor 52 in the first control state and terminates the process. If the control unit 62 determines in step S14 that the angle D of the vehicle body 16 is not less than the first angle D1, the control unit 62 proceeds to step S19.

[0059] In step S19, the control unit 62 determines whether the angle D of the vehicle body 16 is less than the second angle D2. If the angle D of the vehicle body 16 is less than the second angle D2, the control unit 62 proceeds to step S20. In step S20, the control unit 62 controls the motor 52 in the second control state and terminates the process. If the angle D of the vehicle body 16 is not less than the second angle D2, the control unit 62 terminates the process.

[0060] If the control unit 62 determines in step S11 that it is not in the first control state, it proceeds to step S16. In step S16, the control unit 62 determines whether it is in the second control state. If the control unit 62 determines that it is in the second control state, it proceeds to step S17. In step S17, the control unit 62 determines whether the angle D of the vehicle body 16 is greater than or equal to the second angle D2. If the angle D of the vehicle body 16 is greater than or equal to the second angle D2, the control unit 62 proceeds to step S18. In step S18, the control unit 62 controls the motor 52 in the third control state and proceeds to step S14. If the angle D of the vehicle body 16 is not greater than or equal to the second angle D2 in step S17, the control unit 62 proceeds to step S14. If the control unit 62 determines in step S16 that it is not in the second control state, it proceeds to step S14.

[0061] (Second Embodiment) The control device 60 for a human-powered vehicle of the second embodiment will be described with reference to Figures 1, 2, and 4. The control device 60 for a human-powered vehicle of the second embodiment is the same as the control device 60 for a human-powered vehicle of the first embodiment, except that the process for controlling the motor 52 is different. Therefore, components common to the first embodiment are denoted by the same reference numerals as in the first embodiment, and redundant explanations are omitted.

[0062] The control unit 62 controls the motor 52 in a fourth control state when the angle D of the body 16 of the human-powered vehicle 10 is greater than or equal to the third angle D3, and the rotation angle CA of the crank 12 is maintained within a predetermined range. The control unit 62 controls the motor 52 in a fifth control state, which is different from the fourth control state, when the angle D is greater than or equal to the third angle D3, and the crank 12 is rotating beyond a predetermined range. Preferably, the control unit 62 controls the motor 52 such that at least one of the ratio A of the output of the motor 52 to the human-powered driving force H input to the crank 12 of the human-powered vehicle 10, and the upper limit value MX of the output of the motor 52 are different in the fifth control state compared to the fourth control state. Preferably, at least one of the ratio A and the upper limit value MX is smaller in the fifth control state than in the fourth control state. It is preferable for the control unit 62 to stop driving the motor 52 in the fifth control state. The control unit 62 controls the motor 52 in the first control state when the angle D of the body 16 of the human-powered vehicle 10 is less than the third angle D3. It is preferable that at least one of the ratio A and the upper limit MX is smaller in the fifth control state than in the first control state. The third angle D3 is greater than 0 degrees and less than 90 degrees. The third angle D3 is, for example, in the range of 20 degrees to 50 degrees.

[0063] The predetermined range of the crank 12 preferably includes, for example, an angle 90 degrees away from the angle at which the crank arm 12B of the crank 12 becomes the top and bottom dead center. The predetermined range is preferably 30 degrees or less. The state in which the rotation angle CA of the crank 12 is maintained within the predetermined range may include cases in which the rotation angle CA of the crank 12 falls outside the predetermined range in one or some of the multiple determinations.

[0064] If the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 controls the motor 52 in the fourth control state if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third pitch angle DP3 and the rotation angle CA of the crank 12 is maintained within a predetermined range, and controls the motor 52 in the fifth control state if the pitch angle DP is greater than or equal to the third pitch angle DP3 and the crank 12 is rotating beyond a predetermined range.

[0065] If the angle D of the vehicle body 16 includes only the roll angle DR, the control unit 62 controls the motor 52 in the fourth control state if the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third roll angle DR3 and the rotation angle CA of the crank 12 is maintained within a predetermined range, and controls the motor 52 in the fifth control state if the roll angle DR is greater than or equal to the third roll angle DR3 and the crank 12 is rotating beyond a predetermined range.

[0066] If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the fourth control state if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third pitch angle DP3 and the rotation angle CA of the crank 12 is maintained within a predetermined range, or if the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third roll angle DR3 and the rotation angle CA of the crank 12 is maintained within a predetermined range. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the fifth control state if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third pitch angle DP3 and the rotation angle CA of the crank 12 is rotating beyond a predetermined range, or if the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third roll angle DR3 and the rotation angle CA of the crank 12 is rotating beyond a predetermined range.

[0067] If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the fourth control state if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third pitch angle DP3, the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third roll angle DR3, and the rotation angle CA of the crank 12 is maintained within a predetermined range. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the fifth control state if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third pitch angle DP3, the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third roll angle DR3, and the rotation angle CA of the crank 12 is rotating beyond a predetermined range.

[0068] Preferably, the third pitch angle DP3 is set to a value suitable for determining whether the front wheels of the human-powered vehicle 10 are off the ground. In the fifth control state, the control unit 62 makes it easier to apply assist force from the motor 52 to the human-powered vehicle 10 when overcoming obstacles, and easier to reduce the assist force when performing a wheelie, by making at least one of the ratio A and the upper limit value MX larger than in the first control state and smaller than in the fourth control state.

[0069] Referring to Figure 4, the process of controlling the motor 52 according to the angle D of the vehicle body 16 and the rotation angle CA of the crank 12 will be described. When power is supplied to the control unit 62, it starts processing and moves to step S21 of the flowchart shown in Figure 4. When the flowchart in Figure 4 ends, the control unit 62 repeats the processing from step S21 at predetermined intervals until the power supply is stopped.

[0070] In step S21, the control unit 62 determines whether the angle D of the vehicle body 16 is greater than or equal to the third angle D3, and whether the rotation angle CA of the crank 12 is maintained within a predetermined range. If the angle D of the vehicle body 16 is greater than or equal to the third angle D3, and the rotation angle CA of the crank 12 is maintained within a predetermined range, the control unit 62 proceeds to step S22. In step S22, the control unit 62 controls the motor in the fourth control state and terminates the process.

[0071] If, in step S21, the angle D of the vehicle body 16 is not greater than or equal to the third angle D3, and the rotation angle CA of the crank 12 is not maintained within a predetermined range, the control unit 62 proceeds to step S23. In step S23, the control unit 62 determines whether the angle D of the vehicle body 16 is greater than or equal to the third angle D3, and whether the crank 12 is rotating beyond a predetermined range. If the angle D of the vehicle body 16 is greater than or equal to the third angle D3, and the crank 12 is rotating beyond a predetermined range, the control unit 62 proceeds to step S24, controls the motor 52 in the fifth control state, and terminates the process.

[0072] In step S23, if the angle D of the vehicle body 16 is not greater than or equal to the third angle D3, and if the crank 12 is rotating beyond a predetermined range, the control unit 62 proceeds to step S25. In step S25, the control unit 62 controls the motor 52 in the first control state and terminates the process.

[0073] (Third embodiment) The control device 60 for a human-powered vehicle of the third embodiment will be described with reference to Figures 1, 2, and 5. The control device 60 for a human-powered vehicle of the third embodiment is the same as the control device 60 for a human-powered vehicle of the second embodiment, except that the process for controlling the motor 52 is different. Therefore, components common to the first and second embodiments are denoted by the same reference numerals as in the first and second embodiments, and redundant explanations are omitted.

[0074] The control unit 62 controls the motor 52 in a fourth control state if the angle D of the body 16 of the human-powered vehicle 10 is greater than or equal to the third angle D3, and the human-powered driving force H input to the crank 12 is less than a predetermined value HX. The control unit 62 controls the motor 52 in a fifth control state different from the fourth control state if the angle D is greater than or equal to the third angle D3, and the human-powered driving force H is greater than or equal to a predetermined value HX. The control unit 62 controls the motor 52 in a first control state if the angle D of the body 16 of the human-powered vehicle 10 is less than the third angle D3.

[0075] If the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 controls the motor 52 in the fourth control state if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third pitch angle DP3, and the human-powered driving force H input to the crank 12 is less than a predetermined value HX. If the pitch angle DP is greater than or equal to the third pitch angle DP3, and the human-powered driving force H is greater than or equal to a predetermined value HX, the control unit 62 controls the motor 52 in the fifth control state.

[0076] If the angle D of the vehicle body 16 includes only the roll angle DR, the control unit 62 controls the motor 52 in the fourth control state if the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third roll angle DR3, and the human-powered driving force H input to the crank 12 is less than a predetermined value HX. If the roll angle DR is greater than or equal to the third roll angle DR3, and the human-powered driving force H is greater than or equal to a predetermined value HX, the control unit 62 controls the motor 52 in the fifth control state.

[0077] If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the fourth control state if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third pitch angle DP3 and the human-powered driving force H input to the crank 12 is less than a predetermined value HX, or if the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third roll angle DR3 and the human-powered driving force H input to the crank 12 is less than a predetermined value HX. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the fifth control state if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third pitch angle DP3 and the human-powered driving force H input to the crank 12 is greater than or equal to a predetermined value HX, or if the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third roll angle DR3 and the human-powered driving force H input to the crank 12 is greater than or equal to a predetermined value HX.

[0078] If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the fourth control state if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third pitch angle DP3, the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third roll angle DR3, and the human-powered driving force H input to the crank 12 is less than a predetermined value HX. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the fifth control state if the pitch angle DP of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third pitch angle DP3, the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third roll angle DR3, and the human-powered driving force H input to the crank 12 is greater than or equal to a predetermined value HX.

[0079] It is preferable that the predetermined value HX is set to a value suitable for determining wheelie driving. In the fifth control state, the control unit 62 makes it easier to apply assist force from the motor 52 to the human-powered vehicle 10 when overcoming obstacles, and easier to reduce the assist force when wheelie driving, by making at least one of the ratio A and the upper limit value MX larger than in the first control state and smaller than in the fourth control state.

[0080] Referring to Figure 5, the process of controlling the motor 52 according to the angle D of the vehicle body 16 and the human-powered driving force H will be described. When power is supplied to the control unit 62, it starts processing and moves to step S31 of the flowchart shown in Figure 5. When the flowchart in Figure 5 ends, the control unit 62 repeats the processing from step S31 at predetermined intervals until the power supply is stopped.

[0081] In step S31, the control unit 62 determines whether the angle D of the body 16 of the human-powered vehicle 10 is greater than or equal to the third angle D3, and whether the human-powered driving force H is less than a predetermined value HX. If the angle D of the body 16 of the human-powered vehicle 10 is greater than or equal to the third angle D3, and the human-powered driving force H is less than a predetermined value HX, the control unit 62 proceeds to step S32. In step S32, the control unit 62 controls the motor 52 in the fourth control state and terminates the process.

[0082] In step S31, if the angle D of the body 16 of the human-powered vehicle 10 is not greater than or equal to the third angle D3, and the human-powered driving force H is not less than a predetermined value HX, the control unit 62 proceeds to step S33. In step S33, the control unit 62 determines whether the angle D is greater than or equal to the third angle D3, and whether the human-powered driving force H is greater than or equal to a predetermined value HX. If the angle D is greater than or equal to the third angle D3, and the human-powered driving force H is greater than or equal to a predetermined value HX, the control unit 62 proceeds to step S34, controls the motor 52 in the fifth control state, and terminates the process.

[0083] In step S33, if angle D is not greater than or equal to the third angle D3, and if the manual driving force H is not greater than or equal to a predetermined value HX, the control unit 62 proceeds to step S35. In step S35, the control unit 62 controls the motor 52 in the first control state and terminates the process.

[0084] (Fourth Embodiment) The control device 60 for a human-powered vehicle of the fourth embodiment will be described with reference to Figures 1, 6, and 7. The control device 60 for a human-powered vehicle of the fourth embodiment is the same as the control device 60 for a human-powered vehicle of the second embodiment, except that the process for controlling the motor 52 is different. Therefore, components common to the first and second embodiments are denoted by the same reference numerals as in the first and second embodiments, and redundant explanations are omitted. The control device 60 for a human-powered vehicle of the fourth embodiment includes a first load detection unit 74 in place of the detection unit 72 in the control device 60 for a human-powered vehicle of the first embodiment.

[0085] The control unit 62 controls the motor 52 in a fourth control state if the angle D of the body 16 of the human-powered vehicle 10 is greater than or equal to the third angle D3, and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is greater than or equal to a predetermined value GX. The control unit 62 controls the motor 52 in a fifth control state different from the fourth control state if the angle D is greater than or equal to the third angle D3, and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is less than a predetermined value GX. The control unit 62 controls the motor 52 in a first control state if the angle D of the body 16 of the human-powered vehicle 10 is less than the third angle D3.

[0086] The human-powered vehicle 10 preferably includes a first load detection unit 74 for detecting a load G. The first load detection unit 74 is provided at the handle 34, the connection between the handle 34 and the front fork 32, or the connection between the front fork 32 and the frame 18. The first load detection unit 74 includes, for example, a load sensor. The load sensor includes strain sensors and strain gauges. The first load detection unit 74 is preferably configured to detect a tensile load when a rider pulls on the handle 34 of the human-powered vehicle 10 while the rider is riding in the human-powered vehicle 10. The first load detection unit 74 is preferably configured to detect a tensile load in a predetermined direction within a range from the rear to the top of the human-powered vehicle 10 as viewed from the steering 20, applied to the steering 20.

[0087] If the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 controls the motor 52 in the fourth control state if the angle D of the vehicle body 16 is greater than or equal to the third pitch angle DP3, and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is greater than or equal to a predetermined value GX. If the pitch angle DP is greater than or equal to the third pitch angle DP3, and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is less than a predetermined value GX, the control unit 62 controls the motor 52 in the fifth control state.

[0088] If the angle D of the vehicle body 16 includes only the roll angle DR, the control unit 62 controls the motor 52 in the fourth control state if the roll angle DR of the vehicle body 16 is greater than or equal to the third roll angle DR3, and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is greater than or equal to a predetermined value GX. If the roll angle DR is greater than or equal to the third roll angle DR3, and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is less than a predetermined value GX, the control unit 62 controls the motor 52 in the fifth control state.

[0089] If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the fourth control state if the angle D of the vehicle body 16 is greater than or equal to the third pitch angle DP3 and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is greater than or equal to a predetermined value GX, or if the roll angle DR of the vehicle body 16 is greater than or equal to the third roll angle DR3 and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is greater than or equal to a predetermined value GX. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the fifth control state if the pitch angle DP is greater than or equal to the third pitch angle DP3 and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is less than a predetermined value GX, or if the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third roll angle DR3 and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is less than a predetermined value GX.

[0090] If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the fourth control state if the angle D of the vehicle body 16 is greater than or equal to the third pitch angle DP3, the roll angle DR of the vehicle body 16 is greater than or equal to the third roll angle DR3, and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is greater than or equal to a predetermined value GX. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the fifth control state if the pitch angle DP is greater than or equal to the third pitch angle DP3, the roll angle DR of the vehicle body 16 of the human-powered vehicle 10 is greater than or equal to the third roll angle DR3, and the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is less than a predetermined value GX.

[0091] When the steering unit 20 is lifted to overcome an obstacle, the load G and the amount of change DG of the load G tend to be larger than when performing a wheelie. It is preferable that the predetermined values ​​GX and the amount of change DG of the load G are set to values ​​suitable for determining when driving over an obstacle. In the fifth control state, the control unit 62 makes it easier to apply assist force from the motor 52 to the human-powered vehicle 10 when overcoming an obstacle, and easier to reduce the assist force when performing a wheelie, by making at least one of the ratio A and the upper limit value MX larger than in the first control state and smaller than in the fourth control state.

[0092] Referring to Figure 7, the process of controlling the motor 52 according to the angle D of the vehicle body 16 and the load G of the steering unit 20 will be described. When power is supplied to the control unit 62, it starts processing and moves to step S41 of the flowchart shown in Figure 7. When the flowchart in Figure 7 ends, the control unit 62 repeats the processing from step S41 at predetermined intervals until the power supply is stopped.

[0093] In step S41, the control unit 62 determines whether the angle D of the body 16 of the human-powered vehicle 10 is greater than or equal to the third angle D3, and whether the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is greater than or equal to a predetermined value GX. If the angle D of the body 16 of the human-powered vehicle 10 is greater than or equal to the third angle D3, and whether the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is greater than or equal to a predetermined value GX, the control unit 62 proceeds to step S42. In step S42, the control unit 62 controls the motor 52 in the fourth control state and terminates the process.

[0094] In step S41, if the angle D of the body 16 of the human-powered vehicle 10 is not greater than or equal to the third angle D3, and if the change in load G DG of the steering unit 20 or the load G of the steering unit 20 is not greater than or equal to a predetermined value GX, the control unit 62 proceeds to step S43. In step S43, the control unit 62 determines whether the angle D is greater than or equal to the third angle D3, and whether the change in load G DG of the steering unit 20 or the load G of the steering unit 20 is less than a predetermined value GX. If the angle D is greater than or equal to the third angle D3, and the change in load G DG of the steering unit 20 or the load G of the steering unit 20 is less than a predetermined value GX, the control unit 62 proceeds to step S44, controls the motor 52 in the fifth control state, and terminates the process.

[0095] In step S43, if the angle D is not greater than or equal to the third angle D3, and if the change in load G of the steering unit 20 DG or the load G of the steering unit 20 is not less than a predetermined value GX, the control unit 62 proceeds to step S45. In step S45, the control unit 62 controls the motor 52 in the first control state and terminates the process.

[0096] (Fifth embodiment) The control device 60 for a human-powered vehicle of the fifth embodiment will be described with reference to Figures 1, 2, and 8. The control device 60 for a human-powered vehicle of the fifth embodiment is the same as the control device 60 for a human-powered vehicle of the second embodiment, except that the process for controlling the motor 52 is different. Therefore, components common to the first and second embodiments are denoted by the same reference numerals as in the first and second embodiments, and redundant explanations are omitted.

[0097] The control unit 62 controls the motor 52 in a fourth control state if the angle D of the body 16 of the human-powered vehicle 10 is greater than or equal to the third angle D3, and the rider is moving the human-powered vehicle 10 forward without rotating the crank 12. The control unit 62 controls the motor 52 in a fifth control state different from the fourth control state if the angle D is greater than or equal to the third angle D3, and the rider is moving the human-powered vehicle 10 forward by rotating the crank 12. The control unit 62 controls the motor 52 in a first control state if the angle D of the body 16 of the human-powered vehicle 10 is less than the third angle D3.

[0098] If the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 controls the motor 52 in the fourth control state if the pitch angle DP of the vehicle body 16 is greater than or equal to the third pitch angle DP3 and the rider is moving the human-powered vehicle 10 forward without rotating the crank 12, and controls the motor 52 in the fifth control state if the pitch angle DP is greater than or equal to the third pitch angle DP3 and the rider is moving the human-powered vehicle 10 forward by rotating the crank 12.

[0099] If the angle D of the vehicle body 16 includes only the roll angle DR, the control unit 62 controls the motor 52 in the fourth control state if the roll angle DR of the vehicle body 16 is greater than or equal to the third roll angle DR3 and the rider is moving the human-powered vehicle 10 forward without rotating the crank 12, and controls the motor 52 in the fifth control state if the roll angle DR is greater than or equal to the third roll angle DR3 and the rider is moving the human-powered vehicle 10 forward by rotating the crank 12.

[0100] If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the fourth control state if the pitch angle DP of the vehicle body 16 is greater than or equal to the third pitch angle DP3 and the rider is moving the human-powered vehicle 10 forward without rotating the crank 12, or if the roll angle DR of the vehicle body 16 is greater than or equal to the third roll angle DR3 and the rider is moving the human-powered vehicle 10 forward without rotating the crank 12. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the fifth control state if the pitch angle DP is greater than or equal to the third pitch angle DP3, or the roll angle DR is greater than or equal to the third roll angle DR3 and the rider is moving the human-powered vehicle 10 forward by rotating the crank 12.

[0101] If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the fourth control state if the pitch angle DP of the vehicle body 16 is greater than or equal to the third pitch angle DP3, the roll angle DR of the vehicle body 16 is greater than or equal to the third roll angle DR3, and the rider is moving the human-powered vehicle 10 forward without rotating the crank 12. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the fifth control state if the pitch angle DP is greater than or equal to the third pitch angle DP3, the rider is moving the human-powered vehicle 10 forward by rotating the crank 12, the roll angle DR is greater than or equal to the third roll angle DR3, and the rider is moving the human-powered vehicle 10 forward by rotating the crank 12.

[0102] Referring to Figure 8, the process of controlling the motor 52 according to the angle D of the vehicle body 16 and the rotation state of the crank 12 by the rider will be described. When power is supplied to the control unit 62, it starts processing and moves to step S51 of the flowchart shown in Figure 8. When the flowchart in Figure 8 ends, the control unit 62 repeats the processing from step S51 at predetermined intervals until the power supply is stopped.

[0103] In step S51, the control unit 62 determines whether the angle D of the vehicle body 16 is greater than or equal to the third angle D3, and whether the rider is moving the human-powered vehicle 10 forward without rotating the crank 12. If the angle D of the vehicle body 16 is greater than or equal to the third angle D3, and the rider is moving the human-powered vehicle 10 forward without rotating the crank 12, the control unit 62 proceeds to step S52. In step S52, the control unit 62 controls the motor 52 in the fourth control state and terminates the process.

[0104] If, in step S51, the angle D of the vehicle body 16 is not greater than or equal to the third angle D3, and the rider is not moving the human-powered vehicle 10 forward by rotating the crank 12, the control unit 62 proceeds to step S53. In step S53, the control unit 62 determines whether the angle D is greater than or equal to the third angle D3, and whether the rider is rotating the crank 12 to move the human-powered vehicle 10 forward. If the angle D is greater than or equal to the third angle D3, and the rider is rotating the crank 12 to move the human-powered vehicle 10 forward, the control unit 62 proceeds to step S54, controls the motor 52 in the fifth control state, and terminates the process.

[0105] If, in step S53, the angle D is not greater than or equal to the third angle D3, and the rider is not rotating the crank 12 to move the human-powered vehicle 10 forward, the control unit 62 proceeds to step S55. In step S55, the control unit 62 controls the motor 52 in the first control state and terminates the process.

[0106] (Sixth Embodiment) The control device 60 for a human-powered vehicle of the sixth embodiment will be described with reference to Figures 1, 2, and 9. The control device 60 for a human-powered vehicle of the sixth embodiment is the same as the control device 60 for a human-powered vehicle of the first embodiment, except that the process for controlling the motor 52 is different. Therefore, components common to the first embodiment are denoted by the same reference numerals as in the first embodiment, and redundant explanations are omitted.

[0107] The control unit 62 controls the motor 52 in a sixth control state when the angle D of the body 16 of the human-powered vehicle 10 is greater than or equal to the fourth angle D4. If the state in which the angle D is greater than or equal to the fourth angle D4 continues for a predetermined time TX or longer, the control unit 62 controls the motor 52 in a seventh control state which is different from the sixth control state. The control unit 62 controls the motor 52 such that at least one of the ratio A of the output of the motor 52 to the human-powered driving force H input to the crank 12 of the human-powered vehicle 10, and the upper limit value MX of the output of the motor 52 are different in the seventh control state compared to the sixth control state. Preferably, at least one of the ratio A and the upper limit value MX is smaller in the seventh control state than in the sixth control state. It is preferable for the control unit 62 to stop driving the motor 52 in the seventh control state. The fourth angle D4 is greater than 0 degrees and less than 90 degrees. The fourth angle D4 is, for example, included in the range of 20 degrees to 50 degrees.

[0108] The control unit 62 controls the motor 52 in an eighth control state, which is different from the sixth and seventh control states, when the angle D is less than the fourth angle D4. The control unit 62 controls the motor 52 such that at least one of the ratio A and the upper limit MX is different in the seventh control state than in the sixth and eighth control states. Preferably, at least one of the ratio A and the upper limit MX is smaller in the seventh control state than in the eighth control state.

[0109] If the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 controls the motor 52 in the sixth control state if the pitch angle DP of the vehicle body 16 is greater than or equal to the fourth pitch angle DP4, and controls the motor 52 in the seventh control state if the state in which the pitch angle DP is greater than or equal to the fourth pitch angle DP4 continues for a predetermined time TX or longer. If the angle D of the vehicle body 16 includes only the pitch angle DP of the vehicle body 16, the control unit 62 controls the motor 52 in the eighth control state if the pitch angle DP is less than the fourth pitch angle DP4.

[0110] If the angle D of the vehicle body 16 includes only the roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the sixth control state if the roll angle DR of the vehicle body 16 is greater than or equal to the fourth roll angle DR4, and controls the motor 52 in the seventh control state if the state in which the roll angle DR is greater than or equal to the fourth roll angle DR4 continues for a predetermined time TX or longer. If the angle D of the vehicle body 16 includes only the roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the eighth control state if the roll angle DR is less than the fourth roll angle DR4.

[0111] If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the sixth control state if the pitch angle DP of the vehicle body 16 is greater than or equal to the fourth pitch angle DP4, or if the roll angle DR of the vehicle body 16 is greater than or equal to the fourth roll angle DR4. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the seventh control state if the state in which the pitch angle DP is greater than or equal to the fourth pitch angle DP4 continues for a predetermined time TX or longer, or if the state in which the roll angle DR is greater than or equal to the fourth roll angle DR4 continues for a predetermined time TX or longer. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 controls the motor 52 in the eighth control state if the pitch angle DP is less than the fourth pitch angle DP4 and the roll angle DR is less than the fourth roll angle DR4.

[0112] If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the sixth control state if the pitch angle DP of the vehicle body 16 is 4th pitch angle DP4 or greater, and the roll angle DR of the vehicle body 16 is 4th roll angle DR4 or greater. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, the control unit 62 may control the motor 52 in the seventh control state if the state in which the pitch angle DP is 4th pitch angle DP4 or greater continues for a predetermined time TX or longer, and the state in which the roll angle DR is 4th roll angle DR4 or greater continues for a predetermined time TX or longer. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, and the conditions for controlling the motor 52 in the sixth control state include the pitch angle DP being greater than or equal to the fourth pitch angle DP4 and the roll angle DR being greater than or equal to the fourth roll angle DR4, then while the control unit 62 is controlling the motor 52 in the sixth control state, if the pitch angle DP falls below the fourth pitch angle DP4 or the roll angle DR falls below the fourth roll angle DR4, the control unit 62 may control the motor 52 in the eighth control state. If the angle D of the vehicle body 16 includes the pitch angle DP and roll angle DR of the vehicle body 16, and the conditions for controlling the motor 52 in the seventh control state include the pitch angle DP being greater than or equal to the fourth pitch angle DP4 and the roll angle DR being greater than or equal to the fourth roll angle DR4, then while the control unit 62 is controlling the motor 52 in the seventh control state, if the pitch angle DP falls below the fourth pitch angle DP4 or the roll angle DR falls below the fourth roll angle DR4, the control unit 62 may control the motor 52 in the eighth control state.

[0113] In the case of wheelie driving, the pitch angle DP tends to remain larger for a longer period than when the steering unit 20 is lifted to overcome an obstacle. It is preferable that the predetermined time TX be set to a value suitable for determining wheelie driving. The predetermined time TX is, for example, 2 seconds or less. In the fifth control state, the control unit 62 makes it easier to apply assist force from the motor 52 to the human-powered vehicle 10 when overcoming an obstacle, and easier to reduce the assist force when wheelie driving, by making at least one of the ratio A and the upper limit value MX larger than in the first control state and smaller than in the fourth control state.

[0114] Referring to Figure 9, the process of controlling the motor 52 according to the angle D of the vehicle body 16 and time will be described. When power is supplied to the control unit 62, it starts processing and moves to step S61 of the flowchart shown in Figure 9. When the flowchart in Figure 9 ends, the control unit 62 repeats the processing from step S61 at predetermined intervals until the power supply is stopped.

[0115] In step S61, the control unit 62 determines whether the angle D of the vehicle body 16 is greater than or equal to the fourth angle D4. If the angle D of the vehicle body 16 is greater than or equal to the fourth angle D4, the control unit 62 proceeds to step S62. In step S62, the control unit 62 determines whether the state in which the angle D of the vehicle body 16 is greater than or equal to the fourth angle D4 has continued for a predetermined time TX or longer. If the state in which the angle D of the vehicle body 16 is greater than or equal to the fourth angle D4 has continued for a predetermined time TX or longer, the control unit 62 proceeds to step S63. In step S63, the control unit 62 controls the motor 52 in the seventh control state and terminates the process.

[0116] In step S62, if the angle D of the vehicle body 16 has not remained at or above the fourth angle D4 for a predetermined time TX or longer, the control unit 62 proceeds to step S64. In step S64, the control unit 62 controls the motor 52 in the sixth control state and terminates the process.

[0117] If the control unit 62 determines in step S61 that the angle D of the vehicle body 16 is not greater than or equal to the fourth angle D4, it proceeds to step S65. In step S65, the control unit 62 controls the motor 52 in the eighth control state and terminates the process.

[0118] (Seventh Embodiment) The control device 60 for a human-powered vehicle of the seventh embodiment will be described with reference to Figures 1, 10, and 11. The control device 60 for a human-powered vehicle of the seventh embodiment is the same as the control device 60 for a human-powered vehicle of the first embodiment, except that the process for controlling the motor 52 is different. Therefore, components common to the first embodiment are denoted by the same reference numerals as in the first embodiment, and redundant explanations are omitted. The control device 60 for a human-powered vehicle of the seventh embodiment includes a second load detection unit 76 in place of the detection unit 72 in the control device 60 for a human-powered vehicle of the first embodiment.

[0119] The control unit 62 controls the motor 52 according to the load F on the handle 34 and the human-powered driving force H input to the crank 12. The control unit 62 controls the motor 52 in a ninth control state if the load F on the handle 34 is greater than or equal to a predetermined value FX, and controls the motor 52 in a tenth control state different from the ninth control state if the load F on the handle 34 is less than a predetermined value FX. Preferably, the load F on the handle 34 is a load F in a predetermined direction on the handle 34. Preferably, the predetermined direction includes the direction in which a rider pulls the handle 34 when the rider is riding in the human-powered vehicle 10. The predetermined direction is included in the range from above to behind the human-powered vehicle 10 as seen from the handle 34 of the human-powered vehicle 10. The control unit 62 controls the motor 52 such that, in the tenth control state, at least one of the ratio A of the output of the motor 52 to the human-powered driving force H input to the crank 12 of the human-powered vehicle 10, and the upper limit value MX of the output of the motor 52, is different from that in the ninth control state. Preferably, in the tenth control state, at least one of the ratio A and the upper limit value MX is smaller than that in the ninth control state. In the tenth control state, it is preferable for the control unit 62 to stop driving the motor 52.

[0120] The human-powered vehicle 10 preferably includes a second load detection unit 76 for detecting a load F. The second load detection unit 76 is provided on the handlebar 34 or at the connection between the handlebar 34 and the front fork 32. The second load detection unit 76 is configured in the same way as the first load detection unit 74. The second load detection unit 76 detects a load F applied to the handlebar 34 in a predetermined direction.

[0121] Referring to Figure 11, the process of controlling the motor 52 according to the load F of the handle 34 will be described. When power is supplied to the control unit 62, it starts processing and proceeds to step S71 of the flowchart shown in Figure 11.

[0122] In step S71, the control unit 62 determines whether the load F on the handle 34 is greater than or equal to a predetermined value FX. If the load F on the handle 34 is greater than or equal to the predetermined value FX, the control unit 62 proceeds to step S72. In step S72, the control unit 62 controls the motor in the ninth control state and terminates the process.

[0123] If, in step S71, the load F of the handle portion 34 is not greater than or equal to a predetermined value FX, the control unit 62 proceeds to step S73. In step S73, the control unit 62 controls the motor 52 in the 10th control state and terminates the process.

[0124] (modified version) The description of embodiments is illustrative of possible forms of the control device and drive unit for a human-powered vehicle according to the present invention, and is not intended to limit their forms. The control device and drive unit for a human-powered vehicle according to the present invention may take the form of, for example, modifications of the embodiments shown below, and at least two non-inconsistent modifications combined. In the following modifications, parts common to the embodiments are denoted by the same reference numerals as in the embodiments, and their descriptions are omitted.

[0125] The control unit 62 may control the motor 52 in a fourth control state if the angle D of the body 16 of the human-powered vehicle 10 is greater than or equal to the third angle D3, and the change in the load P of the pedal 22 XP or the load P of the pedal 22 is greater than or equal to a predetermined value PX. If the angle D is greater than or equal to the third angle D3, and the change in the load P of the pedal 22 XP or the load P of the pedal 22 is less than a predetermined value PX, the control unit 62 may control the motor 52 in a fifth control state different from the fourth control state. The load P of the pedal 22 may be detected by a torque sensor 70, or by a load sensor provided on the pedal 22.

[0126] The control unit 62 may control the motor 52 in a fourth control state if the angle D of the body 16 of the human-powered vehicle 10 is greater than or equal to the third angle D3 and the balance state of the pedals 22 is in a predetermined state, and control the motor 52 in a fifth control state different from the fourth control state if the angle D is greater than or equal to the third angle D3 and the balance state of the pedals 22 is not in a predetermined state. The balance state of the pedals 22 is determined by at least one of the ratio and difference of the loads P of the left and right pedals 22. The predetermined state includes, for example, at least one of the state in which the ratio of the loads P of the left and right pedals 22 is close to 1 and the state in which the difference is less than or equal to a predetermined value.

[0127] In each embodiment, among the crank rotation sensor 66, vehicle speed sensor 68, and torque sensor 70, sensors that are not necessary for the processing of the control unit 62 shown in the flowcharts of Figures 3 to 5, Figures 7 to 9, or Figure 11 may be omitted.

[0128] In the first embodiment, the first angle D1 and the second angle D2 are stored in the storage unit 64, but the storage unit 64 may store at least one of the first angle D1 and the second angle D2 in a changeable manner. In this case, it is preferable that only the first angle D1, only the second angle D2, or both the first angle D1 and the second angle D2 be stored in the storage unit 64 in a changeable manner by an operating unit provided on the human-powered vehicle 10 or by an external device. The external device includes, for example, a personal computer, a tablet computer, and a smartphone.

[0129] In the second embodiment, the storage unit 64 may store at least one of the predetermined ranges for the third angle D3 and the rotation angle CA of the crank 12 in a changeable manner. In this case, it is preferable that only the third angle D3, only the predetermined range for the rotation angle CA of the crank 12, or both the third angle D3 and the predetermined ranges for the rotation angle CA of the crank 12 are stored in the storage unit 64 in a changeable manner by an operating unit provided on the human-powered vehicle 10 or an external device.

[0130] In the third embodiment, the storage unit 64 may store at least one of the third angle D3 and a predetermined value HX in a changeable manner. In this case, it is preferable that only the third angle D3, only the predetermined value HX, or both the third angle D3 and the predetermined value HX are stored in the storage unit 64 in a changeable manner by an operating unit provided on the human-powered vehicle 10 or an external device.

[0131] In the fourth embodiment, the storage unit 64 may store at least one of the third angle D3, the amount of change in load G DG, and a predetermined value GX in a changeable manner. In this case, it is preferable that only the third angle D3, only the amount of change in load G DG, only the predetermined value GX, or any combination of the third angle D3, the amount of change in load G DG, and the predetermined value GX be stored in the storage unit 64 in a changeable manner by an operating unit provided on the human-powered vehicle 10 or an external device.

[0132] In the fifth embodiment, the storage unit 64 may store the third angle D3 in a changeable manner. In this case, it is preferable that the third angle D3 is stored in the storage unit 64 in a changeable manner by an operating unit provided on the human-powered vehicle 10 or by an external device.

[0133] In the sixth embodiment, the storage unit 64 may store at least one of the fourth angle D4 and a predetermined time TX in a changeable manner. In this case, it is preferable that only the fourth angle D4, only the predetermined time TX, or both the fourth angle D4 and the predetermined time TX are stored in the storage unit 64 in a changeable manner by an operating unit provided on the human-powered vehicle 10 or an external device.

[0134] In the seventh embodiment, the storage unit 64 may store a predetermined value FX in a changeable manner. In this case, it is preferable that the predetermined value FX is stored in the storage unit 64 in a changeable manner by an operating unit provided on the human-powered vehicle 10 or by an external device. [Explanation of Symbols]

[0135] 10...Human-powered vehicle, 12...Crank, 16...Vehicle body, 20...Steering unit, 34...Handle unit, 50...Drive unit for human-powered vehicle, 52...Motor, 60...Control device for human-powered vehicle, 62...Control unit, 72...Detection unit.

Claims

1. Includes a control unit that controls a motor that assists in the propulsion of a human-powered vehicle having a crank, The control unit controls the motor in a fourth control state when the angle of the vehicle body of the human-powered vehicle is greater than or equal to the third angle, and the human-powered driving force input to the crank is less than a predetermined value. A control device for a human-powered vehicle, which controls the motor in a fifth control state different from the fourth control state when the angle of the vehicle body is greater than or equal to the third angle and the human-powered driving force is greater than or equal to the predetermined value.

2. Includes a control unit that controls a motor that assists in the propulsion of a human-powered vehicle having a steering unit and a crank, The control unit controls the motor in a fourth control state when the angle of the vehicle body of the human-powered vehicle is greater than or equal to a third angle, and the amount of change in the load on the steering part or the load on the steering part is greater than or equal to a predetermined value. A control device for a human-powered vehicle, which controls the motor in a fifth control state different from the fourth control state when the angle of the vehicle body is greater than or equal to the third angle, and the amount of change in the load on the steering part or the load on the steering part is less than the predetermined value.

3. The angle of the vehicle body includes the pitch angle and the roll angle of the vehicle body. The control unit controls the motor in the fourth control state or the fifth control state when the pitch angle of the vehicle body is greater than or equal to the third pitch angle, or when the roll angle of the vehicle body is greater than or equal to the third roll angle, according to claim 1 or 2.

4. The angle of the vehicle body includes the pitch angle and the roll angle of the vehicle body. The control unit controls the motor in the fourth control state or the fifth control state when the pitch angle of the vehicle body is greater than or equal to the third pitch angle and the roll angle of the vehicle body is greater than or equal to the third roll angle, according to claim 1 or 2.

5. The angle of the vehicle body includes the pitch angle and the roll angle of the vehicle body. The control unit, If the pitch angle is greater than or equal to the third pitch angle and the manual driving force is less than the predetermined value, or if the roll angle is greater than or equal to the third roll angle and the manual driving force is less than the predetermined value, the motor is controlled in the fourth control state. The control device for a human-powered vehicle according to claim 1, wherein the motor is controlled in the fifth control state when the pitch angle is equal to or greater than the third pitch angle and the human-powered driving force is equal to or greater than the predetermined value, or when the roll angle is equal to or greater than the third roll angle and the human-powered driving force is equal to or greater than the predetermined value.

6. The angle of the vehicle body includes the pitch angle and the roll angle of the vehicle body. The control unit, If the pitch angle is greater than or equal to the third pitch angle and the change in load of the steering unit or the load of the steering unit is greater than or equal to the predetermined value, or if the roll angle is greater than or equal to the third roll angle and the change in load of the steering unit or the load of the steering unit is greater than or equal to the predetermined value, the motor is controlled in the fourth control state. The control device for a human-powered vehicle according to claim 2, wherein the motor is controlled in the fifth control state when the pitch angle is equal to or greater than the third pitch angle and the change in load of the steering unit or the load of the steering unit is less than the predetermined value, or when the roll angle is equal to or greater than the third roll angle and the change in load of the steering unit or the load of the steering unit is less than the predetermined value.

7. The angle of the vehicle body is the pitch angle, which is 0 degrees when the human-powered vehicle is upright with its front and rear wheels touching a horizontal surface. The control device for a human-powered vehicle according to any one of claims 1 to 6, wherein the third angle is included in the range of 20 to 50 degrees.

8. The control unit controls the motor in a first control state when the angle of the vehicle body of the human-powered vehicle is less than the third angle, according to any one of claims 1 to 7.

9. The control unit controls the motor such that, in the fifth control state, at least one of the ratio of the motor output to the human-powered driving force input to the crank of the human-powered vehicle, and the upper limit of the motor output, is different from that in the fourth control state, according to any one of these claims 1 to 8.

10. The control device for a human-powered vehicle according to claim 9, wherein at least one of the ratio and the upper limit is smaller in the fifth control state than in the fourth control state.

11. The control unit stops the motor in the fifth control state, as described in claim 10.

12. Includes a control unit that controls a motor that assists in the propulsion of a human-powered vehicle, The control unit controls the motor in a sixth control state when the angle of the vehicle body of the human-powered vehicle is a fourth angle or greater, and controls the motor in a seventh control state different from the sixth control state when the angle of the vehicle body remains at the fourth angle or greater for a predetermined time or longer.

13. The angle of the vehicle body includes the pitch angle and the roll angle of the vehicle body. The control unit, If the pitch angle is greater than or equal to the fourth pitch angle, or if the roll angle is greater than or equal to the fourth roll angle, the motor is controlled in the sixth control state. The control device for a human-powered vehicle according to claim 12, wherein the motor is controlled in the seventh control state if the pitch angle remains at or above the fourth pitch angle for a predetermined period of time or longer, or if the roll angle remains at or above the fourth roll angle for a predetermined period of time or longer.

14. The angle of the vehicle body is the pitch angle, which is 0 degrees when the human-powered vehicle is upright with its front and rear wheels touching a horizontal surface. The control device for a human-powered vehicle according to claim 13, wherein the fourth angle is included in the range of 20 to 50 degrees.

15. The control unit controls the motor such that, in the seventh control state, at least one of the ratio of the motor output to the human-powered driving force input to the crank of the human-powered vehicle, and the upper limit of the motor output, is different from that in the sixth control state, according to any one of the seventh control state.

16. The control device for a human-powered vehicle according to claim 15, wherein at least one of the ratio and the upper limit is smaller in the seventh control state than in the sixth control state.

17. The control unit controls the motor in an eighth control state different from the sixth control state and the seventh control state when the angle of the vehicle body is less than a fourth angle, according to claim 15 or 16.

18. The control unit controls the motor such that at least one of the ratio and the upper limit is different in the seventh control state than in the sixth control state and the eighth control state, according to claim 17.

19. The control device for a human-powered vehicle according to claim 18, wherein at least one of the ratio and the upper limit is smaller in the seventh control state than in the eighth control state.

20. The control unit stops the motor in the seventh control state, the control device for a human-powered vehicle according to any one of claims 17 to 19.

21. The control device for a human-powered vehicle according to any one of claims 1 to 20, further comprising a detection unit configured to detect the angle of the vehicle body.

22. The control device for a human-powered vehicle according to claim 21, wherein the detection unit includes a gyro sensor capable of detecting the pitch angle and the roll angle of the vehicle body.

23. A control device for a human-powered vehicle according to any one of claims 1 to 22, A drive unit for a human-powered vehicle, including a motor configured to assist in the propulsion of the human-powered vehicle.

Images