Control device for human-powered vehicles

Abstract

To provide a control device that contributes to a comfortable driving experience. [Solution] A control device for a human-powered vehicle, comprising a control unit configured to control a motor that provides assist force to the human-powered vehicle, wherein in a first control mode, the control unit controls the motor to maintain the assist force provided to the human-powered vehicle during a first maintenance period, which is at least a portion of the period from detecting a first detected value of the human-powered driving force over a predetermined period to detecting a second detected value.

Description

Technical Field

[0001] This disclosure relates to the technology of a control device for a human-powered vehicle.

Background Art

[0002] For example, Patent Document 1 discloses a control device that controls a motor for applying an assist force to a human-powered vehicle according to the human driving force. During one rotation of the crank arm, the control device controls the motor such that the assist force is maximized when the rotational phase of the crank arm is the rotational phase at which the human driving force is maximum, and controls the motor such that the assist force is minimized when the rotational phase of the crank arm is the rotational phase at which the human driving force is minimum.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the control of a conventional motor, the assist force also pulsates along with the pulsation of the human driving force. When the pulsation of the assist force is repeatedly performed a large number of times in a short time, the rider is likely to feel discomfort.

[0005] One object of this disclosure is to provide a control device that can contribute to comfortable running.

Means for Solving the Problems

[0006] A control device according to a first aspect of this disclosure is a control device for a human-powered vehicle, comprising a control unit configured to control a motor that provides an assist force to the human-powered vehicle, wherein in a first control mode, the control unit controls the motor to maintain the assist force provided to the human-powered vehicle during a first maintenance period, which is at least a portion of the period from detecting a first detected value of the human-powered force over a predetermined period to detecting a second detected value. According to the control device on the first side, the rider is less likely to experience discomfort, thus contributing to a more comfortable ride.

[0007] In the control device of the second side corresponding to the first side, the predetermined period is the period during which the crank of the human-powered vehicle rotates by a predetermined angle, the first detected value is the maximum value of the human-powered driving force during the predetermined period, and the control unit calculates the assist force during the first maintenance period according to the first detected value detected during the predetermined period. According to the control device on the second side, an assist force corresponding to the maximum human-powered driving force can be applied to the human-powered vehicle.

[0008] In a control device according to the first or third aspect of the second aspect, the control unit calculates a percentage for increasing or decreasing the assist force based on at least one of the vehicle speed and cadence of the human-powered vehicle during the period from the detection of a first detected value to the detection of a second detected value during a predetermined period, and controls the assist force for a second maintenance period, which is different from the first maintenance period, based on the percentage. According to the control device on the third side, the assist force during the second maintenance period can be increased or decreased according to at least one of the vehicle speed and / or cadence.

[0009] In a control device of the fourth aspect which follows any one of the first to third aspects, the motor output characteristics with respect to human power driving force are different from each other, and it has multiple control modes including a first control mode, and the control unit switches the control mode according to the driving state of the human powered vehicle or the driving environment. According to the control device on the fourth side, multiple control modes can be switched depending on the driving conditions or driving environment.

[0010] In the control device of the fifth side relating to the fourth side, at least one of the driving state and the driving environment includes an inclination state relating to a human-powered vehicle, and the control unit switches between a plurality of control modes according to the detection result of an inclination detection unit that detects the inclination state. According to the control device on the fifth side, multiple control modes can be switched depending on the inclination state.

[0011] In the control device of the sixth side according to the fourth side, at least one of the driving state and the driving environment includes the steering angle of a human-powered vehicle, and the control unit switches between a plurality of control modes according to the detection result of the steering angle detection unit that detects the steering angle. According to the control device on the sixth side, multiple control modes can be switched depending on the rudder angle.

[0012] In the control device of the seventh side corresponding to the fourth side, at least one of the driving state and the driving environment includes position information of the human-powered vehicle, and the control unit switches between a plurality of control modes according to the detection result of the position information detection unit that detects the position information. According to the control device on the seventh side, multiple control modes can be switched depending on the position information.

[0013] In the control device of the eighth side corresponding to the fourth side, the control unit is configured to switch between multiple control modes in accordance with the operation of an operating unit that can be operated by the user. The control device on the eighth side can improve convenience.

[0014] In a control device of the ninth side that follows any one of the first to eighth sides, the predetermined period is the period during which the crank of the human-powered vehicle rotates by a predetermined angle, the second detected value is the minimum value of the human-powered driving force during the predetermined period, and after detecting the second detected value, the control unit performs control to maintain the assist force and control to decrease the assist force when the human-powered driving force increases. According to the control device on the ninth side, the assist force can be reduced after detecting the second detection value. [Effects of the Invention]

[0015] According to the control device of the present disclosure, it is possible to contribute to comfortable driving.

Brief Description of the Drawings

[0016] [Figure 1] Side view showing a human-powered vehicle equipped with a control device according to the first embodiment. [Figure 2] Block diagram showing an example of the electrical configuration of a human-powered vehicle equipped with a control device. [Figure 3] Diagram showing an example of motor torque according to human driving force in the first embodiment. [Figure 4] Diagram showing an example of motor torque according to human driving force in the second embodiment. [Figure 5] Flowchart showing the control flow in the third embodiment. [Figure 6] Diagram showing an example of motor torque according to human driving force in the normal assist mode. [Figure 7] Flowchart showing the control flow in the fourth embodiment. [Figure 8] Flowchart showing the control flow in the fifth embodiment. [Figure 9] Flowchart showing the control flow in the sixth embodiment.

Modes for Carrying Out the Invention

[0017] (First Embodiment) A human-powered vehicle 1 including a control device 21 for a human-powered vehicle according to the first embodiment will be described. Figures 1 to 3 are used for the description of the control device 21 according to the first embodiment.

[0018] Human-powered vehicle 1 is a vehicle having at least one wheel 15 and capable of being driven by at least human power. Human-powered vehicle 1 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, handbikes, and recumbent bikes. The number of wheels 15 that human-powered vehicle 1 has is not limited. Human-powered vehicle 1 includes, for example, unicycles and vehicles having two or more wheels 15. Human-powered vehicle 1 is not limited to vehicles that can be driven solely by human power. Human-powered vehicle 1 includes e-bikes that utilize the driving force of an electric motor for propulsion in addition to human power. E-bikes include electric assist bicycles in which propulsion is assisted by an electric motor. Hereinafter, in embodiments, human-powered vehicle 1 will be described as a bicycle.

[0019] In this specification, the following directional terms, “front,” “rear,” “forward,” “backward,” “left,” “right,” “side,” “upward,” and “downward,” as well as any other similar directional terms, refer to those directions determined with respect to the rider facing the handlebars 13 at a reference position of the human-powered vehicle 1 (e.g., on the saddle or seat 12).

[0020] As shown in Figures 1 and 2, the human-powered vehicle 1 comprises a crank 10, a frame 11, a seat 12, handlebars 13, a front fork 14, wheels 15, a drive mechanism 16, a transmission 17, a battery 18, a drive unit 19, and a control system 20. The crank 10 shown in Figure 1 includes a crank shaft 10a that is rotatable relative to the frame 11, and a pair of crank arms 10b provided at both axial ends of the crank shaft 10a. Pedals 10c are connected to each of the pair of crank arms 10b.

[0021] A seat 12 is provided on the frame 11 via a seat post 12a. The frame 11 rotatably supports the handlebars 13 and the front fork 14. The handlebars 13 are configured to be gripped by the rider. As the handlebars 13 rotate relative to the frame 11, the front fork 14 rotates, changing the direction of travel of the human-powered vehicle 1.

[0022] The wheel 15 includes a front wheel 15a and a rear wheel 15b. The front wheel 15a is rotatably mounted on the front fork 14. The rear wheel 15b is rotatably mounted on the frame 11. The drive mechanism 16 connects the crank 10 and the rear wheel 15b to each other. The drive mechanism 16 includes a first rotating body 16a, a second rotating body 16b, and a power transmission unit 16c.

[0023] The first rotating body 16a includes, for example, one front sprocket 16d. The first rotating body 16a may include multiple front sprockets 16d. One front sprocket 16d is configured to rotate integrally with the crankshaft 10a when the crankshaft 10a rotates in a first rotational direction. The first rotational direction is the direction in which the rear wheel 15b rotates so that it moves forward when the rotation of one front sprocket 16d is transmitted to the rear wheel 15b.

[0024] As the crankshaft 10a rotates in a first rotational direction, one front sprocket 16d rotates, and the human-powered driving force is transmitted to the rear wheel 15b. The human-powered vehicle 1 moves forward as the human-powered driving force is transmitted to the rear wheel 15b. The one front sprocket 16d may be connected to the crankshaft 10a via a one-way clutch that allows the crankshaft 10a and the one front sprocket 16d to rotate together when the crankshaft 10a rotates in a first rotational direction, and prohibits the one-way rotation of the crankshaft 10a and the one front sprocket 16d when the crankshaft 10a rotates in a second rotational direction opposite to the first rotational direction.

[0025] The second rotating body 16b is configured to output human-powered driving force to the rear wheel 15b. The second rotating body 16b includes, for example, a plurality of rear sprockets 16e. The second rotating body 16b may include one rear sprocket 16e. The plurality of rear sprockets 16e are connected to the rear wheel 15b. The power transmission unit 16c transmits the rotational force of the first rotating body 16a to the second rotating body 16b. The power transmission unit 16c includes a chain 16f. The configuration of the drive mechanism 16 is not limited to this embodiment. The drive mechanism 16 may connect the crank 10 and the rear wheel 15b to each other by, for example, pulleys and a belt.

[0026] The gear shifter 17 changes the gear ratio of the human-powered vehicle 1. The gear ratio is the ratio of the rotational speed of the rear wheel 15b to the rotational speed of the crankshaft 10a. The gear ratio is expressed, for example, as the ratio of the total number of teeth on the rear sprocket 16e with which the chain 16f engages to the total number of teeth on the front sprocket 16d with which the chain 16f engages. The gear shifter 17 includes at least one of an external gear shifter and an internal gear shifter. In this embodiment, the gear shifter 17 includes an external gear shifter. If the gear shifter 17 includes an external gear shifter, the external gear shifter includes at least one of a front derailleur and a rear derailleur 17a. In this embodiment, the external gear shifter includes a rear derailleur 17a. The rear derailleur 17a is configured to allow the chain 16f to be re-engaged between a plurality of rear sprockets 16e when a gear shifting device provided on the handlebars 13 is operated by the rider.

[0027] The battery 18 supplies power to components mounted on the human-powered vehicle 1. These components include, for example, a drive unit 19. The battery 18 includes, for example, at least one non-rechargeable battery and a rechargeable battery. The rechargeable battery is configured to be rechargeable by power from an external power source. The battery 18 is provided on the frame 11. In this embodiment, at least a portion of the battery 18 is located in the internal space of the frame 11.

[0028] The drive unit 19 provides assist force to the human-powered vehicle 1 in accordance with the human-powered driving force. The drive unit 19 includes a motor 19a. The motor 19a is configured to be powered by electricity from the battery 18. The motor 19a is configured to transmit driving force to the power transmission path of the human-powered driving force from the pedal 10c to the rear wheel 15b, or to the front wheel 15a. In this embodiment, the motor 19a is configured to transmit driving force to the power transmission path of the human-powered driving force. The motor 19a may also be configured to transmit driving force to the power transmission path of the human-powered driving force via a reduction gear.

[0029] The control system 20 shown in Figure 2 comprises a control device 21 and a detection unit 22. The control device 21 is a control device 21 for a human-powered vehicle and includes a control unit 21b configured to control a motor 19a that provides assist force to the human-powered vehicle 1. In this embodiment, the control device 21 further comprises a storage unit 21a.

[0030] The storage unit 21a is configured to store a control program and information used in control processing. The storage unit 21a includes, for example, at least one of a non-volatile memory, a volatile memory, and a hard disk.

[0031] The control unit 21b is configured to perform control over the control system 20. The control unit 21b 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 21b may include one or more microcomputers. The control unit 21b further includes an inverter circuit connected to the motor 19a.

[0032] The detection unit 22 is configured to detect at least one of the driving state of the human-powered vehicle 1 and the driving environment. In this embodiment, the detection unit 22 is configured to detect both the driving state of the human-powered vehicle 1 and the driving environment. The driving state is information indicating the state in which the human-powered vehicle 1 is driving. The driving environment is information indicating the state of the road on which the human-powered vehicle 1 is traveling. At least one of the driving state and the driving environment includes, for example, the human-powered driving force, the vehicle speed of the human-powered vehicle 1, cadence, pitch angle, steering angle, position information, and the slope of the road. In this embodiment, the driving environment includes the slope of the road. The driving state includes the human-powered driving force, the vehicle speed of the human-powered vehicle 1, cadence, pitch angle, steering angle, and position information.

[0033] The detection unit 22 is configured to communicate with the control unit 21b via an electrical cable or a wireless communication device. The detection unit 22 can output a signal to the control unit 21b according to the detection result. The detection unit 22 includes a torque detection unit 23, a vehicle speed detection unit 24, a cadence detection unit 25, a tilt detection unit 26, a steering angle detection unit 27, and a position information detection unit 28.

[0034] The torque detection unit 23 is configured to detect the torque applied to the pair of crank arms 10b. The torque detection unit 23 is provided, for example, in the power transmission path from the pedal 10c to the first rotating body 16a. The torque detection unit 23 includes, for example, a strain sensor. The torque detection unit 23 may also include a magnetostrictive sensor, an optical sensor, and a pressure sensor. The torque detection unit 23 is configured to detect human power based on the torque applied to the pair of crank arms 10b. The torque detection unit 23 may be provided in the drive unit 19.

[0035] The vehicle speed detection unit 24 is configured to detect the vehicle speed of the human-powered vehicle 1. The vehicle speed detection unit 24 detects, for example, the rotational speed of the wheels 15. The vehicle speed detection unit 24 is composed of, for example, a magnetic sensor attached to the frame 11 or front fork 14 of the human-powered vehicle 1 that detects the magnetism of a magnet provided on the wheels 15. The vehicle speed detection unit 24 is configured to detect the vehicle speed of the human-powered vehicle 1 based on the rotational speed of the wheels 15.

[0036] The cadence detection unit 25 is configured to detect the cadence of the human-powered vehicle 1. Cadence is defined, for example, by the number of rotations of the crankshaft 10a per unit time. The unit time is, for example, one minute. The cadence detection unit 25 is provided, for example, in the power transmission path from the pedal 10c to the first rotating body 16a. The cadence detection unit 25 includes, for example, a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. The cadence detection unit 25 may also include an optical sensor, an acceleration sensor, a gyro sensor, or a torque sensor. The cadence detection unit 25 may be provided in the drive unit 19.

[0037] The inclination detection unit 26 is configured to detect the inclination state of the human-powered vehicle 1. The inclination state is information indicating the degree to which the human-powered vehicle 1 is inclined relative to the horizontal plane when the human-powered vehicle 1 is traveling. The inclination state includes, for example, at least one of the pitch angle of the human-powered vehicle 1 and the gradient of the travel path.

[0038] The tilt detection unit 26 may include, for example, an acceleration sensor configured to detect the acceleration of the human-powered vehicle 1. The acceleration sensor may include a 3-axis acceleration sensor or a 6-axis acceleration sensor. The tilt detection unit 26 may detect the pitch angle of the human-powered vehicle 1 based, for example, the vertical acceleration detected by the acceleration sensor.

[0039] The steering angle detection unit 27 is configured to detect the steering angle of the human-powered vehicle 1. The steering angle detection unit 27 includes, for example, a rotation angle sensor configured to detect the relative rotation angle between the frame 11 and the handlebars 13. The steering angle detection unit 27 is configured to detect the steering angle based on the detection result of the rotation angle sensor.

[0040] The location information detection unit 28 is configured to detect the location information of the human-powered vehicle 1. The location information of the human-powered vehicle 1 is information indicating the current location of the human-powered vehicle 1. The location information detection unit 28 may include, for example, a GPS receiver provided in the human-powered vehicle 1.

[0041] The incline detection unit 26 may detect the gradient of the road based on the position information of the human-powered vehicle 1. For example, the incline detection unit 26 may detect the gradient of the road based on the current position detected by the position information detection unit 28 and the gradient information included in the map information stored in advance in the storage unit 21a.

[0042] The control unit 21b is configured to communicate with the motor 19a via an electrical cable or a wireless communication device. The control unit 21b is configured to control the motor 19a by outputting a signal to the motor 19a. When the motor 19a is driven by the control unit 21b, an assist force is applied to the human-powered vehicle 1. In this embodiment, the control unit 21b can control the motor 19a based on the detection results of the vehicle speed detection unit 24 and the torque detection unit 23, so as to apply an assist force to the human-powered vehicle 1 corresponding to the human-powered driving force when the vehicle speed of the human-powered vehicle 1 is below a predetermined speed. The predetermined speed is defined, for example, by a specific law.

[0043] The control device 21 has multiple control modes, including a first control mode, in which the output characteristics of the motor 19a in relation to the human-powered driving force differ from one another. The control mode is a mode for calculating the assist force according to the human-powered driving force. The output characteristics of the motor 19a define what kind of output the motor 19a will produce depending on at least one of the driving state of the human-powered vehicle 1 and the driving environment. The output characteristics of the motor 19a include, for example, a parameter that increases or decreases the assist force. For example, the output characteristics of the motor 19a include the ratio of the torque or power of the motor 19a to the pedaling. The number of control modes is not particularly limited as long as the control mode includes a first control mode. The control mode may include, for example, only the first control mode. The first control mode will be described later.

[0044] The control unit 21b is configured to communicate with the operation unit 30 via an electrical cable or a wireless communication device. The operation unit 30 is configured to be operated by the user with their hand or fingers. The operation unit 30 outputs a signal to the control unit 21b corresponding to the operation. The user can perform operations related to the assist force by operating the operation unit 30. For example, the user can switch the power of the drive unit 19 on and off by operating the operation unit 30.

[0045] Figure 3 shows an example of the human-powered torque when the crank 10 rotates. The human-powered torque shown in Figure 3 corresponds to the human-powered driving force. The human-powered driving force is calculated using the human-powered torque. When the human-powered torque increases or decreases, the human-powered driving force also increases or decreases. The torque peak shown in Figure 3 is the maximum value of the human-powered torque from the state where the rotational phase of the crank 10 is at top dead center and bottom dead center until the crank 10 has completed one stroke. In Figure 3, the torque peak is updated each time the crank 10 completes one stroke.

[0046] As shown in Figure 3, the human-powered driving force pulsates as the crank 10 rotates. The human-powered driving force is minimum, for example, when the rotational phase of the crank 10 is at top dead center and bottom dead center. The human-powered driving force increases as the crank 10 rotates from the state where the rotational phase of the crank 10 is at top dead center and bottom dead center. The human-powered driving force is maximum, for example, when the rotational phase of the crank 10 advances 90 degrees from the state where the rotational phase of the crank 10 is at top dead center and bottom dead center. The human-powered driving force decreases, for example, as the crank 10 rotates from the state of maximum.

[0047] If the assist force follows the human driving force, the assist force will pulsate in accordance with the rotation of the crank 10. If the assist force pulsates many times in a short period of time, the rider is likely to feel discomfort. In this embodiment, the control unit 21b controls the assist force to mitigate the pulsation of the assist force more than when the assist force follows the human driving force. The first control mode is a mode for mitigating the pulsation of the assist force.

[0048] In the first control mode, the control unit 21b controls the motor 19a to maintain the assist force applied to the human-powered vehicle 1 during the first maintenance period, which is at least a portion of the period from the detection of the first detected value of the human-powered driving force over a predetermined period until the detection of the second detected value. The predetermined period is the period during which the crank 10 of the human-powered vehicle 1 rotates by a predetermined angle. In this embodiment, the predetermined period is the period during which the crank 10 rotates by one stroke. The first maintenance period is the entire period within the predetermined period from the detection of the first detected value until the detection of the second detected value.

[0049] The predetermined period is defined as the period during which the human-powered driving force is at its maximum and then decreases. In this embodiment, the predetermined period is defined as the period during which the crank 10 rotates for one stroke, starting from the state where the rotational phase of the crank 10 is at the top dead center and the bottom dead center. During the predetermined period in this embodiment, the human-powered driving force increases and then decreases. In this embodiment, the predetermined period is detected according to the increase or decrease in the human-powered driving force.

[0050] The first detected value and the second detected value are different from each other. The second detected value is smaller than the first detected value. In this embodiment, the first detected value is the maximum value of the human-powered driving force during a predetermined period. The second detected value is the minimum value of the human-powered driving force during a predetermined period. In this embodiment, the second detected value is the minimum value of the human-powered driving force during the period after the first detected value is detected. During the predetermined period in this embodiment, the human-powered driving force increases and then decreases, so the first detected value and the second detected value are detected in accordance with the increase or decrease in the human-powered driving force.

[0051] Figure 3 shows an example of motor 19a control in the first control mode. The motor torque shown in Figure 3 corresponds to the assist force. The assist force is calculated using the motor torque. When the motor torque increases or decreases, the assist force also increases or decreases. In the first control mode, the control unit 21b acquires the human-powered driving force from the torque detection unit 23 at predetermined time intervals.

[0052] In the first control mode, the control unit 21b compares the previously acquired human-powered driving force with the currently acquired human-powered driving force. When the motor torque and human-powered driving force increase from a state of zero, the control unit 21b increases the assist force by increasing the motor torque to follow the human-powered driving force. In Figure 3, at time T1, the control unit 21b detects the increase in motor torque and human-powered driving force from a state of zero and increases the assist force.

[0053] In the first control mode, the control unit 21b increases the assist force and then detects the maximum value of the human-powered driving force. In a predetermined period of this embodiment, the human-powered driving force increases and then decreases, so the control unit 21b detects the human-powered driving force at the time the increase ends as the maximum value of the human-powered driving force. The control unit 21b can detect the human-powered driving force at the time the increase ends by, for example, comparing the human-powered driving force acquired last time with the human-powered driving force acquired this time. For example, the control unit 21b repeats the process of determining whether the human-powered driving force acquired this time is smaller than the human-powered driving force acquired last time each time human-powered driving force is acquired. If the control unit 21b determines that the human-powered driving force acquired this time is smaller than the human-powered driving force acquired last time for a predetermined number of consecutive times or more, it can detect the end of the increase in the human-powered driving force and detect the human-powered driving force at the time the increase ends as the maximum value of the human-powered driving force. The control unit 21b detects the maximum value of the human-powered driving force at time T2 shown in Figure 3, for example.

[0054] After detecting the maximum value of the human-powered driving force, the control unit 21b calculates the assist force during the first maintenance period according to the first detected value detected during a predetermined period. In this embodiment, the control unit 21b calculates the assist force during the first maintenance period according to the maximum value of the detected human-powered driving force. For example, the control unit 21b calculates the assist force during the first maintenance period as the assist force when the motor 19a is driven at the motor torque when the human-powered driving force is at its maximum.

[0055] The control unit 21b calculates the assist force during the first maintenance period and then detects the minimum value of the human-powered driving force. In this embodiment, the human-powered driving force increases and then decreases during a predetermined period, so the control unit 21b detects the human-powered driving force at the point when the decrease ends as the minimum value of the human-powered driving force. For example, the control unit 21b detects the minimum value of the human-powered driving force at time T3 shown in Figure 3.

[0056] In Figure 3, the first predetermined period is from time T1, when the human-powered driving force begins to increase from zero, to time T3, when the minimum value of the human-powered driving force is detected. In this specification, the first predetermined period is referred to as the first predetermined period. The control unit 21b maintains an assist force corresponding to the maximum value of the human-powered driving force for at least a portion of the period from time T2, when the maximum value of the human-powered driving force is detected, to time T3, when the minimum value is detected, within the first predetermined period. For example, the control unit 21b maintains the assist force for the entire period from time T2 to time T3. In Figure 3, the entire period from time T2 to time T3 corresponds to the first maintenance period. In this specification, maintaining the assist force means controlling the motor 19a so that the assist force does not increase or decrease.

[0057] In the second predetermined period, which is the next predetermined period after the first predetermined period, the control unit 21b detects the maximum and minimum values ​​of the human-powered driving force, similar to the first predetermined period. For example, the control unit 21b detects the maximum value of the human-powered driving force at time T4 shown in Figure 3. The control unit 12b maintains the assist force calculated in the first predetermined period until time T4, when the maximum value is detected. After detecting the maximum value, the control unit 21b adjusts the assist force according to the detected maximum value. After adjusting the assist force, the control unit 21b detects the minimum value of the human-powered driving force. For example, the control unit 21b detects the minimum value of the human-powered driving force at time T5. In Figure 3, time T3 to time T5 is the second predetermined period. In this specification, the second predetermined period is referred to as the second predetermined period.

[0058] The control unit 21b controls the assist force in the same way as the second predetermined period during the third and subsequent predetermined periods. For example, the control unit 21b maintains the assist force calculated in the second predetermined period until it detects the maximum value of the human-powered driving force at time T6. After detecting the maximum value of the human-powered driving force, the control unit 21b adjusts the assist force. In the first control mode, the control unit 21b can maintain the assist force from the time it detects the maximum value of the human-powered driving force until it detects the next maximum value.

[0059] In the first control mode, the control unit 21b can suppress the increase or decrease of the assist force in response to an increase or decrease in the human-powered driving force. By suppressing the increase or decrease in the assist force, the assist force is less likely to pulsate. Because the assist force is less likely to pulsate, the user is less likely to experience discomfort. Because the user is less likely to experience discomfort, it contributes to the comfortable driving of the human-powered vehicle 1.

[0060] The method for calculating the assist force to be maintained over a predetermined period is not limited to this embodiment. For example, the control unit 21b may calculate the assist force using a value obtained by processing the maximum value of the human-powered driving force detected in the past. For example, the control unit 21b may calculate the assist force using the average, mean square, and effective values ​​of the maximum values ​​detected in the past. For example, the control unit 21b may calculate the assist force to be maintained according to parameters different from the human-powered driving force.

[0061] The control unit 21b may, for example, correct the assist force to be maintained according to the vehicle speed and cadence of the human-powered vehicle 1. For example, the control unit 21b may calculate a percentage to increase or decrease the assist force based on at least one of the vehicle speed and cadence of the human-powered vehicle 1 during the period from the detection of the first detected value to the detection of the second detected value in a predetermined period, and control the assist force of the second maintenance period, which is different from the first maintenance period, based on the percentage. The period from the detection of the first detected value to the detection of the second detected value in a predetermined period coincides with the first maintenance period. The second maintenance period is the period during which the assist force is maintained in the second and subsequent predetermined periods. The second maintenance period may be the period during which the assist force is maintained following the period in which the assist force was previously maintained.

[0062] The control unit 21b calculates a percentage to reduce the assist force if, for example, the vehicle speed and cadence of the human-powered vehicle 1 during the first maintenance period are above a predetermined threshold. The control unit 21b also calculates a percentage to increase the assist force if, for example, the vehicle speed and cadence of the human-powered vehicle 1 during the first maintenance period are below a predetermined threshold. The control unit 21b then uses the calculated percentage to correct the assist force to be maintained next.

[0063] The control unit 21b allows for appropriate control of the motor 19a during the second maintenance period. For example, if the vehicle speed or cadence is high from time T2 to time T3 as shown in Figure 3, the control unit 21b can reduce the motor torque during the second maintenance period from time T4 to time T5 compared to Figure 3, thereby lowering the assist force. By reducing the assist force when the vehicle speed and cadence are high, excessive increases in vehicle speed can be suppressed, and the load on the motor 19a can be reduced.

[0064] For example, if the vehicle speed or cadence from time T2 to time T3, as shown in Figure 3, is low, the control unit 21b can increase the assist force during the second maintenance period from time T4 to time T5 compared to Figure 3, thereby reducing the burden on the rider.

[0065] In the first control mode, the control unit 21b maintains the assist force even when the human power driving force decreases to zero. In the first control mode, the assist force is applied to the human-powered vehicle 1 even after pedaling has stopped. After pedaling has stopped, the control unit 21b stops applying the assist force according to predetermined parameters. For example, the control unit 21b stops applying the assist force according to the distance traveled by the human-powered vehicle 1 after pedaling has stopped.

[0066] For example, the control unit 21b stops providing assist force when the human-powered vehicle 1 has traveled 2 meters after pedaling has stopped. The control unit 21b can detect when pedaling has stopped based on the detection result of the torque detection unit 23. For example, the control unit 21b can detect when pedaling has stopped if the human-powered driving force is zero for a predetermined period of time or longer. The control unit 21b can detect the distance traveled by the human-powered vehicle 1 after pedaling has stopped, based on the detection result of at least one of the vehicle speed detection unit 24, the cadence detection unit 25, and the position information detection unit 28.

[0067] In this specification, a threshold for stopping the application of assisting force is described as a stop threshold. In this embodiment, the stop threshold is 2 meters. The stop threshold is not limited to 2 meters. The stop threshold may be, for example, less than 2 meters.

[0068] (Second Embodiment) The control device 21 of the second embodiment will be described. Figures 3 and 4 will be used to describe the control device 21 of the second embodiment. Components common to the first embodiment will be denoted by the same reference numerals as in the first embodiment, and redundant descriptions will be omitted. Figure 4 shows an example of the first control mode of the second embodiment when the human power driving force increases or decreases, similar to Figure 3. The increase or decrease in human power torque shown in Figure 4 corresponds to the increase or decrease in human power driving force. The increase or decrease in motor torque shown in Figure 4 corresponds to the increase or decrease in assist force.

[0069] In the first embodiment, as shown in Figure 3, the control unit 21b maintains the assist force from the time it detects the maximum value of the human-powered driving force until it detects the next maximum value. For example, in Figure 3, the control unit 21b maintains the assist force from the time T4 when it detects the maximum value of the human-powered driving force until the time T6 when it detects the next maximum value.

[0070] In the second embodiment, as shown in Figure 4, the control unit 21b is configured to shorten the period for maintaining the assist force compared to the first embodiment and to switch to a control that reduces the assist force as time progresses. For example, the control unit 21b starts maintaining the assist force from time T4 shown in Figure 4 and reduces the assist force before time T6.

[0071] An example of control of the assist force by the control unit 21b is described. In the second embodiment, the control unit 21b starts control to reduce the assist force at the timing when the human-powered driving force becomes minimum after maintaining the assist force. In this specification, the timing when the human-powered driving force becomes minimum after maintaining the assist force is described as the minimum timing.

[0072] When the control unit 21b detects the maximum value of the human-powered driving force at time T4 shown in Figure 4, it maintains the assist force. After maintaining the assist force, the control unit 21b predicts the minimum timing.

[0073] For example, the control unit 21b is configured to assume that the previous motion state will occur again and to predict the minimum timing for the current predetermined period according to the pedaling of the previous stroke. For example, the control unit 21b predicts the minimum timing according to the cadence in the pedaling of the previous stroke.

[0074] For example, if the cadence during one pedaling stroke from time T1 to time T3, as shown in Figure 4, is 60 rpm, then if the cadence does not increase or decrease, the time for the next pedaling stroke will be 0.5 seconds. For example, if the cadence from time T1 to time T3 is 60 rpm, the minimum timing will be 0.5 seconds after time T3, when the crank 10 is at its top dead center and bottom dead center. The control unit 21b predicts that 0.5 seconds after time T3 is the minimum timing when the cadence from time T1 to time T3 is 60 rpm.

[0075] The control unit 21b reduces the assist force when the predicted minimum timing is reached. For example, if the cadence from time T1 to time T3 is 60 rpm, the control unit 21b reduces the assist force 0.5 seconds after time T3. For example, the control unit 21b reduces the assist force using a time constant.

[0076] The control unit 21b reduces the assist force until it detects the maximum value of the human-powered driving force. Once the control unit 21b detects the maximum value of the human-powered driving force, it switches to a control that maintains the assist force, similar to the first embodiment. For example, when the control unit 21b detects the maximum value of the human-powered driving force at time T6 shown in Figure 4, it switches to a control that maintains the assist force.

[0077] The control unit 21b makes it less likely for unnecessary assist force to remain when the human-powered vehicle 1 changes its motion to stop or decelerate. For example, when pedaling stops, when braking is applied, or when making a sharp turn, the human-powered vehicle 1 changes its motion to stop or decelerate. When the human-powered vehicle 1 changes its motion to stop or decelerate, pedaling may stop. If pedaling stops, the application of assist force is stopped according to the stopping threshold. For example, if the human-powered vehicle 1 moves 2 meters after pedaling stops, the application of assist force is stopped.

[0078] In the second embodiment, the control of the control unit 21b allows the assist force to be reduced before the application of assist force is stopped according to the stop threshold. By reducing the assist force before the application of assist force is stopped according to the stop threshold, unnecessary assist force is less likely to remain when the movement situation changes to stop or decelerate of the human-powered vehicle 1. By reducing the amount of unnecessary assist force remaining, it is possible to contribute to the comfortable driving of the human-powered vehicle 1.

[0079] The timing for reducing the assist force is not limited to the second embodiment. For example, the control unit 21b may maintain the assist force for a certain period of time regardless of cadence before reducing the assist force. For example, instead of predicting the minimum timing, the control unit 21b may reduce the assist force when it detects the minimum value of the human-powered driving force.

[0080] The control unit 21b may maintain the assist force for a portion of the period from the minimum timing until the maximum value of the human-powered driving force is detected. For example, the assist force may be maintained for a portion of the period from time T5 to time T6 as shown in Figure 4. The human-powered driving force increases from the minimum timing until the maximum value of the human-powered driving force is detected. By maintaining the assist force for a portion of the period until the maximum value of the human-powered driving force is detected, the control unit 21b can perform control to maintain the assist force and control to decrease the assist force when the human-powered driving force increases after the detection of the second detected value. Control to decrease the assist force refers to control to gradually decrease the assist force. Gradually decreasing means gradually reducing the assist force.

[0081] (Third embodiment) The control device 21 of the third embodiment will be described. Figures 3 to 6 will be used to describe the control device 21 of the third embodiment. Components common to the first and second embodiments will be denoted by the same reference numerals as in the first and second embodiments, and redundant descriptions will be omitted.

[0082] In the third embodiment, at least one of the driving state and the driving environment includes an inclination state relating to the human-powered vehicle 1. The inclination state includes, for example, the pitch angle of the human-powered vehicle 1 and the gradient of the road. For example, the driving state includes the pitch angle of the human-powered vehicle 1. For example, the driving environment includes the gradient of the road. The control unit 21b is configured to change the magnitude of the assist force according to the inclination state.

[0083] Multiple control modes include multiple flat assist modes. Flat assist modes are modes that suppress the increase or decrease of assist force in response to an increase or decrease in human power driving force, as shown in Figures 3 and 4. Flat assist modes correspond to the first control mode in the first and second embodiments.

[0084] Multiple flat assist modes have different output characteristics of the motor 19a. In the third embodiment, the output characteristics of the motor 19a include, for example, the ratio of the torque or power of the assist force to the human driving force, parameters such as the timing for reducing the assist force as shown in Figure 4 and the time constant for reducing the assist force, and a stop threshold. Multiple flat assist modes include a first flat assist mode, a second flat assist mode, and a third flat assist mode.

[0085] The second flat assist mode is a mode in which a greater assist force is more easily applied to the human-powered vehicle 1 than in the first flat assist mode. The third flat assist mode is a mode in which a greater assist force is more easily applied to the human-powered vehicle 1 than in the second flat assist mode. The number of flat assist modes is not limited to the third embodiment. The number of flat assist modes may be two, or four or more.

[0086] The control unit 21b switches the control mode according to the driving state of the human-powered vehicle 1 or the driving environment. The control unit 21b switches between multiple control modes so that an appropriate assist force can be applied to the human-powered vehicle 1 according to the driving state and the incline included in the driving environment. In the third embodiment, the control unit 21b switches between multiple control modes according to the detection result of the incline detection unit 26 which detects the incline state. For example, the control unit 21b increases or decreases the assist force in the flat assist mode according to the incline state by switching to one of the modes from the first flat assist mode to the third flat assist mode according to the detection result of the incline detection unit 26.

[0087] An example of the control performed by the control unit 21b is described. Figure 5 is used to describe the example of the control performed by the control unit 21b. The control unit 21b starts a first control flow according to the flowchart shown in Figure 5 when predetermined conditions are met. In the third embodiment, the control unit 21b starts the first control flow when the power to the drive unit 19 is turned on. When the first control flow is completed, the control unit 21b repeatedly executes the first control flow at predetermined time intervals until predetermined conditions are met. In the third embodiment, the control unit 21b repeatedly executes the first control flow until the power to the drive unit 19 is turned off.

[0088] As shown in Figure 5, in step S11, the control unit 21b detects the driving state according to the detection result of the detection unit 22. In the third embodiment, the control unit 21b detects the inclination state according to the detection result of the inclination detection unit 26. For example, the control unit 21b detects at least one of the pitch angle of the human-powered vehicle 1 and the inclination of the road. The control unit 21b detects at least one of the pitch angle and the inclination of the road at least once. For example, the control unit 21b detects at least one of the pitch angle and the inclination of the road multiple times. After performing the processing in step S11, the control unit 21b proceeds to step S12.

[0089] In step S12, the control unit 21b moves to the next step in response to a change in the tilt state. For example, if the control unit 21b detects the tilt state multiple times in step S11 and the tilt state increases, it moves to step S13. If the tilt state decreases, the control unit 21b moves to step S14. If the tilt state has not changed, the control unit 21b terminates the first control flow.

[0090] In step S13, the control unit 21b controls the motor 19a to increase the assist force. For example, the control unit 21b switches from the first flat assist mode to the second flat assist mode. For example, the control unit 21b switches from the second flat assist mode to the third flat assist mode. After performing the process in step S13, the control unit 21b terminates the first control flow.

[0091] In step S14, the control unit 21b controls the motor 19a so that the assist force is reduced. For example, the control unit 21b switches from the third flat assist mode to the second flat assist mode. For example, the control unit 21b switches from the second flat assist mode to the first flat assist mode. After performing the process in step S14, the control unit 21b terminates the first control flow.

[0092] The control unit 21b executes a first control flow, which allows the human-powered vehicle 1 to switch between multiple flat assist modes to increase the assist force when it is traveling uphill. By switching between flat assist modes, the assist force can be increased when the human-powered vehicle 1 is traveling uphill compared to when it is traveling on a flat surface. This increased assist force contributes to a more comfortable ride for the human-powered vehicle 1 and reduces the burden on the rider when traveling uphill.

[0093] The control unit 21b executes a first control flow, which allows it to switch between multiple flat assist modes so that the assist force is reduced when the human-powered vehicle 1 is traveling downhill. By switching between flat assist modes, the assist force can be reduced when the human-powered vehicle 1 is traveling downhill compared to when it is traveling uphill. By reducing the assist force, it becomes less likely that excessive assist force will be applied to the human-powered vehicle 1 when traveling downhill.

[0094] Multiple control modes may further include a normal assist mode. The normal assist mode, as shown in Figure 6, is a mode in which the assist force is increased or decreased in accordance with the human-powered driving force when the human-powered driving force increases or decreases.

[0095] The method of switching between multiple control modes depending on the incline is not limited to the third embodiment. The control unit 21b may switch to either the flat assist mode or the normal assist mode so that it can provide an appropriate assist force to the human-powered vehicle 1 depending on the incline. For example, the control unit 21b may switch to either the flat assist mode or the normal assist mode so that the assist force when the incline is increasing is greater than the assist force when the incline is decreasing.

[0096] For example, in step S12, the control unit 21b may switch from flat assist mode to normal assist mode if at least one of the pitch angle and the gradient decreases. For example, in step S12, the control unit 21b may switch from normal assist mode to flat assist mode if at least one of the pitch angle and the gradient increases. By switching to flat assist mode, when the human-powered vehicle 1 is traveling uphill, the assist force can be maintained even if the human-powered driving force decreases, thereby reducing the burden on the rider.

[0097] (Fourth Embodiment) The control device 21 of the fourth embodiment will be described. Figure 7 will be used to describe the control device 21 of the fourth embodiment. Components common to the first to third embodiments will be denoted by the same reference numerals as in the first to third embodiments, and redundant descriptions will be omitted.

[0098] In the fourth embodiment, at least one of the driving state and the driving environment includes the steering angle of the human-powered vehicle 1. For example, the driving state includes the steering angle. The control unit 21b switches between a plurality of control modes according to the detection result of the steering angle detection unit 27 that detects the steering angle. The control unit 21b switches between a plurality of control modes so that an appropriate assist force can be applied to the human-powered vehicle 1 according to the detection result of the steering angle detection unit 27. For example, the control unit 21b maintains the current flat assist mode or switches from the first flat assist mode to the third flat assist mode so that the assist force is reduced, according to the detection result of the steering angle detection unit 27.

[0099] An example of the control performed by the control unit 21b is described. Figure 7 is used to describe the example of the control performed by the control unit 21b. The control unit 21b starts the second control flow according to the flowchart shown in Figure 7, in the same manner as in the third embodiment. When the second control flow is completed, the control unit 21b repeats the second control flow at predetermined time intervals, in the same manner as in the third embodiment.

[0100] As shown in Figure 7, in step S21, the control unit 21b detects the driving state of the human-powered vehicle 1 according to the detection result of the detection unit 22. In the fourth embodiment, the control unit 21b detects the steering angle of the human-powered vehicle 1 according to the detection result of the steering angle detection unit 27. After performing the processing in step S21, the control unit 21b proceeds to step S22.

[0101] In step S22, the control unit 21b detects a turn of the human-powered vehicle 1 according to the steering angle detected in step S21. For example, if the steering angle detected in step S21 is greater than or equal to a predetermined threshold, the control unit 21b detects a turn and proceeds to step S24. If the steering angle acquired in step S21 is less than the predetermined threshold, the control unit 21b does not detect a turn and proceeds to step S23.

[0102] In step S23, the control unit 21b controls the motor 19a in the current control mode. After performing the processing in step S23, the control unit 21b terminates the second control flow.

[0103] In step S24, the control unit 21b controls the motor 19a to reduce the assist force, similar to step S14 of the first control flow shown in Figure 6. After performing the process in step S24 shown in Figure 7, the control unit 21b terminates the second control flow.

[0104] The control unit 21b can reduce the assist force when the human-powered vehicle 1 turns by executing the second control flow. By reducing the assist force, the user can more easily and stably turn the human-powered vehicle 1.

[0105] The method of switching between multiple control modes according to the steering angle is not limited to the fourth embodiment. The control unit 21b may switch to either the flat assist mode or the normal assist mode so that it can provide an appropriate assist force to the human-powered vehicle 1 according to the steering angle. For example, the control unit 21b may switch to either the flat assist mode or the normal assist mode so that the assist force when the human-powered vehicle 1 is turning is smaller than the assist force when it is not turning.

[0106] For example, the control unit 21b may switch from normal assist mode to flat assist mode when it does not detect turning. For example, the control unit 21b may switch from flat assist mode to normal assist mode when it detects turning.

[0107] (Fifth embodiment) The control device 21 of the fifth embodiment will be described. Figure 8 will be used to describe the control device 21 of the fifth embodiment. Components common to the first to third embodiments will be denoted by the same reference numerals as in the first to fourth embodiments, and redundant descriptions will be omitted.

[0108] In the fifth embodiment, at least one of the driving state and the driving environment includes location information of the human-powered vehicle 1. For example, the driving state includes location information. The control unit 21b switches between a plurality of control modes according to the detection result of the location information detection unit 28 that detects the location information. For example, the control unit 21b switches between a flat assist mode and a normal assist mode so that an appropriate assist force can be applied to the human-powered vehicle 1 according to the detection result of the location information detection unit 28.

[0109] An example of the control performed by the control unit 21b is described. Figure 8 is used to describe the example of the control performed by the control unit 21b. The control unit 21b starts the third control flow according to the flowchart shown in Figure 8, in the same manner as in the third embodiment. When the third control flow is completed, the control unit 21b repeats the third control flow at predetermined time intervals, in the same manner as in the third embodiment.

[0110] As shown in Figure 8, in step S31, the control unit 21b detects the driving state according to the detection result of the detection unit 22. In the fifth embodiment, the control unit 21b detects the position information of the human-powered vehicle 1 according to the detection result of the position information detection unit 28. After performing the processing in step S31, the control unit 21b proceeds to step S32.

[0111] In step S32, the control unit 21b detects whether the route of the human-powered vehicle 1 is a mountain or a town, based on the map information pre-stored in the memory unit 21a and the location information detected in step S31. If the control unit 21b detects that the route is a mountain, it proceeds to step S34. If the control unit 21b detects that the route is a town, it proceeds to step S33. In the fifth embodiment, a mountain route means a route that is considered to be off-road. A town route means a route that is considered to be on-road.

[0112] In step S33, the control unit 21b switches from normal assist mode to flat assist mode. After performing the processing in step S33, the control unit 21b terminates the third control flow.

[0113] In step S34, the control unit 21b switches from flat assist mode to normal assist mode. After performing the processing in step S34, the control unit 21b terminates the third control flow.

[0114] The control unit 21b can appropriately control the motor 19a according to the road surface by executing the third control flow. For example, in off-road conditions, responsiveness to human power is required. By executing the third control flow, the control unit 21b can, in normal assist mode, provide assist force to the human power vehicle 1 in accordance with the human power when the human power vehicle 1 is traveling off-road, thereby improving responsiveness to human power.

[0115] For example, on paved roads, stability during driving is required. The control unit 21b executes the third control flow to switch to flat assist mode when the human-powered vehicle 1 is driving on paved roads where driving stability is required. By switching to flat assist mode when the human-powered vehicle 1 is driving on paved roads, the rider can drive the human-powered vehicle 1 in a stable mode with little fluctuation in assist force on paved roads.

[0116] The method of switching between multiple control modes according to location information is not limited to the fifth embodiment. The control unit 21b may, for example, switch to any of the modes from the first flat assist mode to the third flat assist mode so that it can provide an appropriate assist force to the human-powered vehicle 1 according to location information. For example, the control unit 21b may switch to any of the modes from the first flat assist mode to the third flat assist mode so that the assist force when the human-powered vehicle 1 is traveling off-road is greater than the assist force when it is traveling on-road.

[0117] For example, the control unit 21b may switch the flat assist mode to reduce the assist force when it detects that the road is in a town. For example, the control unit 21b may switch the flat assist mode to increase the assist force when it detects that the road is in a mountain.

[0118] For example, in step S32, the control unit 21b may detect whether the road is a mountain or a town based on information different from the location information. For example, the control unit 21b may detect whether the road is a mountain or a town in response to the vertical vibration of the human-powered vehicle 1.

[0119] The control unit 21b may adjust the suspension parameters of the human-powered vehicle 1 according to the location information. For example, if the control unit 21b detects that the road is mountainous, it may adjust the parameters so that the suspension becomes stiffer.

[0120] (Sixth Embodiment) The control device 21 of the sixth embodiment will be described. Figure 9 will be used to describe the control device 21 of the sixth embodiment. Components common to the first to fourth embodiments will be denoted by the same reference numerals as in the first to fourth embodiments, and redundant descriptions will be omitted.

[0121] In the fourth embodiment, the control unit 21b is configured to switch between multiple control modes in response to the operation of the user-operated operation unit 30. For example, the control unit 21b can switch between control modes among the first flat assist mode, the second flat assist mode, the third flat assist mode, and the normal mode in response to the operation of the operation unit 30.

[0122] An example of the control performed by the control unit 21b is described. Figure 9 is used to describe the example of the control performed by the control unit 21b. The control unit 21b starts the fourth control flow according to the flowchart shown in Figure 9, in the same manner as in the third embodiment. When the fourth control flow is completed, the control unit 21b repeats the fourth control flow at predetermined time intervals, in the same manner as in the third embodiment.

[0123] In step S41, the control unit 21b detects the operating state based on the signal from the operation unit 30. By detecting the operating state, the control unit 21b can detect which of the multiple control modes has been selected. For example, the control unit 21b can detect that the first flat assist mode has been selected, the second flat assist mode has been selected, the third flat assist mode has been selected, and the normal assist mode has been selected. After performing the processing in step S41, the control unit 21b proceeds to step S42.

[0124] In step S42, the control unit 21b switches between multiple control modes according to the operating state detected in step S41. For example, if it detects that the second flat assist mode was selected in step S41, the control unit 21b switches to the second flat assist mode. After performing the processing in step S42, the control unit 21b terminates the fourth control flow.

[0125] The control unit 21b executes the fourth control flow, allowing the user to arbitrarily switch between multiple control modes, thereby improving convenience.

[0126] (modified version) The descriptions of each embodiment are illustrative of possible forms of the present invention and are not intended to limit it. The present invention may take the form of, for example, variations of each embodiment shown below, and combinations of at least two non-inconsistent variations.

[0127] For example, the configuration of the control device 21 in each embodiment is just one example, and the control device 21 may include various devices not shown in each embodiment, or it may have a configuration that does not include some of the various devices shown in each embodiment.

[0128] The various thresholds used in the control exemplified in each embodiment are not limited and may be set arbitrarily. The various thresholds may also be arbitrarily changed by operating a predetermined control device or the like.

[0129] The configurations exemplified in each embodiment may be combined with each other to the extent that they do not contradict each other. For example, the third and fourth embodiments may be combined, and multiple control modes may be switched depending on both the inclination state of the human-powered vehicle 1 and the turning of the human-powered vehicle 1.

[0130] For example, the control unit 21b may be configured to execute both a control mode in which the assist force is maintained as shown in Figure 3, and a control mode in which the assist force is maintained and then reduced, as shown in Figure 4, by combining the first and second embodiments.

[0131] For example, the third and fifth embodiments may be combined, and multiple control modes may be switched depending on both the inclination state of the human-powered vehicle 1 and the position information of the human-powered vehicle 1. For example, the fourth and fifth embodiments may be combined, and multiple control modes may be switched depending on both the turning of the human-powered vehicle 1 and the position information of the human-powered vehicle 1.

[0132] For example, the control device 21 may be configured such that at least one embodiment from the third to fifth embodiments is combined with the sixth embodiment, and the control unit 21b automatically switches between multiple control modes according to parameters such as the inclination state, while the user can manually switch between multiple control modes according to the operation of the operation unit 30.

[0133] The processing content and processing order of the flowcharts exemplified in each embodiment are examples only, and the processing content and processing order can be changed as appropriate within the scope of the present invention.

[0134] As used herein, the expression "at least one" means "one or more" of the desired options. For example, as used herein, the expression "at least one" means "only one option" or "both of the two options" if there are two options. As another example, as used herein, the expression "at least one" means "only one option" or "a combination of two or more any options" if there are three or more options. For example, the expression "at least one of A and B" means (1) A only, and (2) B only, and (3) both A and B. For example, the expression "at least one of A, B, and C" means (1) A only, and (2) B only, (3) C only, (4) both A and B, (5) both B and C, (6) both A and C, and (7) all of A, B, and C. In other words, the expression “at least one of A and B” as used herein does not mean “at least one A and at least one B.” [Explanation of symbols]

[0135] 1...Human-powered vehicle, 19a...Motor, 21...Control device, 21b...Control unit, 26...Incline detection unit, 27...Steering angle detection unit, 28...Position information detection unit, 30...Operation unit

Claims

1. A control device for a human-powered vehicle, The vehicle includes a control unit configured to control a motor that provides assisting force to the human-powered vehicle, The control unit, A control device that controls the motor to maintain the assist force applied to the human-powered vehicle during a first maintenance period, which is at least a portion of the period from the detection of a first detected value of the human-powered driving force over a predetermined period to the detection of a second detected value, in a first control mode.

2. The predetermined period is the period during which the crank of the human-powered vehicle rotates by a predetermined angle. The first detected value is the maximum value of the human-powered driving force during the predetermined period. The control device according to claim 1, wherein the control unit calculates the assist force during the first maintenance period according to the first detected value detected during the predetermined period.

3. The control device according to claim 2, wherein the control unit calculates a percentage for increasing or decreasing the assist force based on at least one of the vehicle speed and cadence of the human-powered vehicle during the period from the detection of the first detected value to the detection of the second detected value during the predetermined period, and controls the assist force for a second maintenance period, which is different from the first maintenance period, based on the percentage.

4. The output characteristics of the motors in relation to the human-powered driving force are different from each other, and the system includes a plurality of control modes, including the first control mode. The control device according to claim 2, wherein the control unit switches the control mode according to the driving state or driving environment of the human-powered vehicle.

5. At least one of the aforementioned driving conditions and the aforementioned driving environment includes an inclination condition relating to the human-powered vehicle. The control device according to claim 4, wherein the control unit switches the plurality of control modes according to the detection result of the tilt detection unit that detects the tilt state.

6. At least one of the aforementioned driving conditions and the aforementioned driving environment includes the steering angle of the human-powered vehicle. The control device according to claim 4, wherein the control unit switches the plurality of control modes according to the detection result of the steering angle detection unit that detects the steering angle.

7. At least one of the aforementioned driving conditions and the aforementioned driving environment includes the location information of the human-powered vehicle. The control device according to claim 4, wherein the control unit switches the plurality of control modes according to the detection result of the location information detection unit that detects the location information.

8. The control device according to claim 4, wherein the control unit is configured to switch between the plurality of control modes in accordance with the operation of an operation unit that can be operated by the user.

9. The predetermined period is the period during which the crank of the human-powered vehicle rotates by a predetermined angle. The second detected value is the minimum value of the human-powered driving force during the predetermined period. The control device according to claim 1, wherein, after detecting the second detected value, the control unit performs control to maintain the assist force and control to decrease the assist force when the human-powered driving force increases.

Images