Control device for human-powered vehicles

Abstract

To provide a control device for a human-powered vehicle which can appropriately control a motor for assisting propulsion of the human-powered vehicle.SOLUTION: A control device for a human-powered vehicle includes a control unit which controls a motor for assisting propulsion of the human-powered vehicle. The control unit changes a control state of the motor, and prohibits a change in the control state of the motor according to an impact applied to the human-powered vehicle.SELECTED DRAWING: Figure 2

Description

[Technical field]

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

[0002] For example, a control device for a human-powered vehicle disclosed in Patent Document 1 controls the output of a motor that assists the propulsion of the human-powered vehicle in accordance with the lift state of the front wheels of the human-powered vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 9-123979 Summary of the Invention [Problem to be solved by the invention]

[0004] An object of the present invention is to provide a control device for a human-powered vehicle that can suitably control a motor that assists the propulsion of the human-powered vehicle. [Means for solving the problem]

[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 the propulsion of the human-powered vehicle, and the control unit changes the control state of the motor, which is driven in response to a human-powered driving force input to a crank of the human-powered vehicle, in response to an impact applied to the human-powered vehicle. According to the control device for a human-powered vehicle of the first aspect, the control state of the motor can be changed in response to an impact given to the human-powered vehicle, so that the motor can be suitably controlled.

[0006] In the control device for a human-powered vehicle of the second aspect in accordance with the first aspect of the present disclosure, the control unit changes at least one of the ratio of the assist force provided by the motor to the human-powered driving force input to the crank of the human-powered vehicle and the maximum value of the motor output in response to an impact applied to the human-powered vehicle. According to the control device for a human-powered vehicle of the second aspect, only the ratio, only the maximum value, or both the ratio and the maximum value can be suitably changed in response to an impact applied to the human-powered vehicle.

[0007] In a control device for a human-powered vehicle of a third aspect in accordance with the second aspect of the present disclosure, the human-powered vehicle includes driven wheels and drive wheels to which the human-powered driving force and the driving force of the motor are transmitted, and the control unit controls the motor in a first control state when at least one of the driven wheels and the drive wheels are not in contact with the ground, and when an impact is applied to the human-powered vehicle in the first control state, changes the control state of the motor to a second control state, and in the second control state, at least one of the ratio and the maximum value is greater than in the first control state. According to the human-powered vehicle control device of the third aspect, when an impact is applied to the human-powered vehicle with only the driven wheels, only the driving wheels, or both the driven wheels and the driving wheels not on the ground, it is possible to increase only the ratio, only the maximum value, or both the ratio and the maximum value. Therefore, for example, when the human-powered vehicle comes into contact with an obstacle and is applied with an impact, by increasing at least one of the ratio and the maximum value, it becomes easier to overcome the obstacle.

[0008] In the control device for a human-powered vehicle of a fourth aspect in accordance with the third aspect of the present disclosure, when the state changes from one in which the driven wheels and the driving wheels are on the ground to a state in which at least one of the driven wheels and the driving wheels are not on the ground, the control unit changes the control state of the motor from the third control state to the first control state, and in the first control state, at least one of the ratio and the maximum value is smaller than in the third control state. According to the control device for a human-powered vehicle of the fourth aspect, when the state changes from one in which the driven wheels and the drive wheels are on the ground to one in which only the driven wheels, only the drive wheels, or both the driven wheels and the drive wheels are not on the ground, it is possible to reduce only the ratio, only the maximum value, or both the ratio and the maximum value, making it easier for the occupant to control the behavior of the human-powered vehicle.

[0009] In the control device for a human-powered vehicle of a fifth aspect according to a fourth aspect of the present disclosure, at least one of the ratio and the maximum value is equal in the third control state and in the second control state. According to the control device for a human-powered vehicle of the fifth aspect, at least a part of the control algorithm can be made common between the second control state and the third control state.

[0010] In a control device for a human-powered vehicle of a sixth aspect according to the fourth or fifth aspect of the present disclosure, the control unit changes the control state of the motor from the first control state to the third control state if no impact is applied to the human-powered vehicle within a predetermined time after changing the control state of the motor from the third control state to the first control state. According to the control device for a human-powered vehicle of the sixth aspect, if no impact is applied to the human-powered vehicle within a predetermined time, it is possible to prevent a state in which at least one of the ratio and the maximum value is small from continuing for a long period of time.

[0011] In the control device for a human-powered vehicle of a seventh aspect according to any one of the third to sixth aspects of the present disclosure, the control unit stops the motor in the first control state. According to the control device for a human-powered vehicle of the seventh aspect, the motor can be stopped when at least one of the driven wheels and the driving wheels is not on the ground.

[0012] A control device for a human-powered vehicle according to an eighth aspect of the present disclosure includes a control unit that controls a motor that assists in the propulsion of the human-powered vehicle, the control unit being configured to change a control state of the motor and prohibiting the change in the control state of the motor in response to an impact applied to the human-powered vehicle. According to the control device for a human-powered vehicle of the eighth aspect, since it is possible to prohibit a change in the control state of the motor in response to an impact given to the human-powered vehicle, it is possible to suitably control the motor.

[0013] In the control device for a human-powered vehicle of the ninth aspect according to the eighth aspect of the present disclosure, the control unit is configured to change at least one of the ratio of the assist force by the motor to the human-powered driving force input to the crank of the human-powered vehicle and the maximum value of the output of the motor, depending on the running state of the human-powered vehicle. According to the control device for a human-powered vehicle of the ninth aspect, only the ratio, only the maximum value, or both the ratio and the maximum value are changed in accordance with the human-powered force depending on the driving state of the human-powered vehicle, thereby contributing to usability.

[0014] In a control device for a human-powered vehicle of a tenth aspect in accordance with an eighth aspect of the present disclosure, the human-powered vehicle includes a driven wheel and a drive wheel to which the human-powered driving force input to a crank of the human-powered vehicle and the driving force of the motor are transmitted, and when an impact applied to the human-powered vehicle is below a predetermined value and at least one of the driven wheels and the drive wheels are not on the ground, the control unit makes at least one of the ratio and the maximum value smaller than when the driven wheels and the drive wheels are on the ground, and does not change the control state of the motor when an impact applied to the human-powered vehicle exceeds the predetermined value and at least one of the driven wheels and the drive wheels are not on the ground. According to the control device for a human-powered vehicle of the tenth aspect, when the impact given to the human-powered vehicle is equal to or less than a predetermined value and at least one of the driven wheels and the drive wheels are not on the ground, the control state of the motor can be suitably changed. Also, when the impact given to the human-powered vehicle exceeds a predetermined value and at least one of the driven wheels and the drive wheels are not on the ground, the control state of the motor is not changed, making it easier for the passenger to operate the human-powered vehicle.

[0015] In a control device for a human-powered vehicle of an eleventh aspect according to any one of the third to seventh and tenth aspects of the present disclosure, the control device further includes a first detection unit for detecting a ground contact state of at least one of the driven wheels and the driving wheels, and the first detection unit detects a pitch angle of the human-powered vehicle. According to the control device for a human-powered vehicle of the eleventh aspect, the ground contact state of at least one of the driven wheels and the driving wheels can be suitably detected from the pitch angle detected by the first detection unit.

[0016] In the control device for a human-powered vehicle of the twelfth aspect in accordance with the eleventh aspect of the present disclosure, the control unit determines that the driven wheels of the human-powered vehicle are not in contact with the ground when at least one of the pitch angle is equal to or greater than a first angle and the rate at which the pitch angle is increasing is equal to or greater than a predetermined rate. According to the control device for a human-powered vehicle of the twelfth aspect, it can be determined that the driven wheels are not in contact with the ground when the pitch angle is equal to or greater than a first angle and the rate at which the pitch angle is increasing is equal to or greater than a predetermined speed, or when the pitch angle is equal to or greater than the first angle and the rate at which the pitch angle is increasing is equal to or greater than a predetermined speed.

[0017] In a control device for a human-powered vehicle of a thirteenth aspect according to any one of the second to seventh and tenth to twelfth aspects of the present disclosure, when the control unit changes the control state of the motor, the control unit gradually changes at least one of the ratio and the maximum value. According to the control device for a human-powered vehicle of the thirteenth aspect, it is easy for the user to operate the human-powered vehicle in response to changes in the control state of the motor.

[0018] The control device for a human-powered vehicle of a fourteenth aspect according to any one of the first to thirteenth aspects of the present disclosure further includes a second detection section that detects the impact given to the human-powered vehicle. According to the control device for a human-powered vehicle of the fourteenth aspect, the second detection section can suitably detect an impact given to the human-powered vehicle.

[0019] In the control device for a human-powered vehicle of a fifteenth aspect according to the fourteenth aspect of the present disclosure, the second detection unit includes at least one of an acceleration sensor, an angular velocity sensor, and an inclination sensor. According to the control device for a human-powered vehicle of the fifteenth aspect, an impact applied to the human-powered vehicle can be preferably detected by a second detection unit that includes only an acceleration sensor, only an angular velocity sensor, only an inclination sensor, or any combination of an acceleration sensor, an angular velocity sensor, and an inclination sensor.

[0020] In a control device for a human-powered vehicle of a sixteenth aspect according to the fourteenth or fifteenth aspect of the present disclosure, the second detection unit includes at least one of a sensor that detects a load on an axle of the human-powered vehicle and a sensor that detects air pressure in a tire of the human-powered vehicle. According to the control device for a human-powered vehicle of the sixteenth aspect, an impact applied to the human-powered vehicle can be preferably detected by a second detection unit that includes only a sensor that detects the load on the axle, only a sensor that detects the air pressure in the tires, or both a sensor that detects the load on the axle of the human-powered vehicle and a sensor that detects the air pressure in the tires of the human-powered vehicle.

[0021] In the control device for a human-powered vehicle of a seventeenth aspect according to any one of the fourteenth to sixteenth aspects of the present disclosure, the second detection unit includes a sensor that detects a state of a suspension of the human-powered vehicle. According to the control device for a human-powered vehicle of the seventeenth aspect, the impact given to the human-powered vehicle can be suitably detected by the sensor that detects the state of the suspension. Effect of the Invention

[0022] The control device for a human-powered vehicle disclosed herein can suitably control a motor that assists in the propulsion of a human-powered vehicle. [Brief description of the drawings]

[0023] [Figure 1] 1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment. [Diagram 2]1 is a block diagram showing an electrical configuration of a control device for a human-powered vehicle according to a first embodiment; [Diagram 3] 3 is a flowchart of a process for changing the control state of a motor, which is executed by the control unit in FIG. 2; [Figure 4] 10 is a flowchart of a process for changing the control state of a motor, which is executed by a control unit according to a second embodiment. [Diagram 5] 13 is a flowchart of a process for changing the control state of a motor, which is executed by a control unit according to a third embodiment. [Figure 6] 10 is a flowchart of a process for changing the control state of a motor, which is executed by a control unit according to a modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0024] (First embodiment) A control device 50 for a human-powered vehicle according to a first embodiment will be described with reference to Figs. 1 to 3. Hereinafter, the control device 50 for a human-powered vehicle will be simply referred to as the control device 50. The control device 50 is provided 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 one-wheeled vehicle and a vehicle having 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 bikes. Bicycles include electric bicycles (E-bikes) in which driving force is provided by an electric motor. Electric bicycles include electrically assisted bicycles in which propulsion is assisted by an electric motor. In the following embodiments, the human-powered vehicle 10 will be described as a bicycle having two wheels.

[0025] The human-powered vehicle 10 includes a driven wheel 12A and a driving wheel 12B to which a human-powered driving force H and a driving force of a motor 42 are transmitted. The human-powered vehicle 10 includes a crank 14 and a vehicle body 16. The vehicle body 16 includes a frame 18 and a steering unit 20. The human-powered driving force H is input to the crank 14. The crank 14 includes a crank shaft 14A that is rotatable with respect to the frame 18, and crank arms 14B that are provided at the axial ends of the crank shaft 14A. A pair of pedals 22 are individually connected to each crank arm 14B. The driving wheel 12B is driven by the rotation of the crank 14. The driving wheel 12B is supported by the frame 18. The crank 14 and the driving wheel 12B are connected by a driving mechanism 24. The driving mechanism 24 includes a first rotating body 26 that is connected to the crank shaft 14A. The crankshaft 14A and the first rotating body 26 may be coupled to rotate together, or 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 14 rotates forward, and to prevent the first rotating body 26 from rotating backward when the crank 14 rotates backward. The first rotating body 26 includes a sprocket, a pulley, or a 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, a belt, or a shaft.

[0026] The second rotating body 28 is connected to the driving wheel 12B. The second rotating body 28 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 28 and the driving wheel 12B. The second one-way clutch is configured to rotate the driving wheel 12B forward when the second rotating body 28 rotates forward, and to prevent the driving wheel 12B from rotating backward when the second rotating body 28 rotates backward. The human-powered vehicle 10 may include a transmission 46 used to change the rotational speed of the driving wheel 12B relative to the rotational speed of the crankshaft 14A. The transmission 46 includes at least one of, for example, a front derailleur, a rear derailleur, and an internal transmission. In this embodiment, at least one of the first rotating body 26 and the second rotating body 28 includes a plurality of sprockets. The derailleur includes a front derailleur when the first rotating body 26 includes multiple front sprockets, and includes a rear derailleur when the second rotating body 28 includes multiple front sprockets. In this embodiment, the first rotating body 26 includes one sprocket, the second rotating body 28 includes multiple sprockets, and the transmission 46 includes a rear derailleur. When the transmission 46 includes an internal transmission, the internal transmission is provided in, for example, a hub of the driving wheel 12B.

[0027] The human-powered vehicle 10 includes front and rear wheels. The front wheel is attached to the frame 18 via a steering unit 20. The steering unit 20 includes a front fork 32 and a handle unit 34. The handle unit 34 includes a stem 36 and a handle bar 38. The handle bar 38 is connected to the front fork 32 via the stem 36. In the following embodiment, the front wheel is described as a driven wheel 12A and the rear wheel is described as a driving wheel 12B, but the front wheel may be the driving wheel 12B and the rear wheel may be the driven wheel 12A.

[0028] The human-powered vehicle 10 further includes a battery 40. The battery 40 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 40 is provided in the human-powered vehicle 10 and supplies power to other electrical components electrically connected to the battery 40, such as a human-powered vehicle control device 50. The battery 40 is connected to the human-powered vehicle control device 50 so as to be able to communicate with each other via wire or wirelessly. The battery 40 can communicate with the human-powered vehicle control device 50 by, for example, power line communication (PLC). The battery 40 may be attached to the outside of the frame 18, or at least a portion of it may be housed inside the frame 18.

[0029] The human-powered vehicle 10 further includes a motor 42 and a drive circuit 44. The drive circuit 44 includes an inverter circuit. The motor 42 is preferably provided in the same housing as the drive circuit 44. The drive circuit 44 controls the power supplied from the battery 40 to the motor. The drive circuit 44 is connected to a human-powered vehicle control device 50 so as to be able to communicate with the control unit 52 of the human-powered vehicle control device 50 by wired or wireless communication. The drive circuit 44 can communicate with a control unit 52 of the human-powered vehicle control device 50 by serial communication, for example. The drive circuit 44 drives the motor 42 in response to a control signal from the control unit 52 of the human-powered vehicle control device 50.

[0030] The motor 42 includes an electric motor. The motor 42 is provided in a power transmission path of the human-powered driving force H from the pedals 22 to the rear wheels, or in a manner that transmits rotation to the front wheels. The motor 42 is provided in the frame 18, the rear wheels, or the front wheels of the human-powered vehicle 10. In this embodiment, the motor 42 is coupled to a power transmission path from the crankshaft 14A to the first rotor 26. It is preferable that a one-way clutch is provided in the power transmission path between the motor 42 and the crankshaft 14A so that the motor 42 is not rotated by the rotational force of the crank 14 when the crankshaft 14A is rotated in the forward direction of the human-powered vehicle 10. The housing in which the motor 42 and the drive circuit 44 are provided may be provided with a configuration other than the motor 42 and the drive circuit 44, and may be provided with, for example, a reducer that reduces the rotation of the motor 42 and outputs it.

[0031] The control device 50 includes a control unit 52. The control unit 52 includes an arithmetic processing device that executes a predetermined control program. The arithmetic processing device includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 52 may include one or more microcomputers. The control unit 52 may include multiple arithmetic processing devices that are arranged at multiple locations. The control device 50 further includes a memory unit 54. The memory unit 54 stores various control programs and information used for various control processes. The memory unit 54 includes, for example, a non-volatile memory and a volatile memory. The control unit 52 and the memory unit 54 are provided, for example, in a housing in which the motor 42 is provided.

[0032] The control device 50 preferably further includes a crank rotation sensor 56, a vehicle speed sensor 58, and a torque sensor 60. The crank rotation sensor 56, the vehicle speed sensor 58, and the torque sensor 60 may be provided in a housing in which the motor 42 is provided, or may be provided in the frame 18. At least one of the crank rotation sensor 56, the vehicle speed sensor 58, and the torque sensor 60 does not have to be included in the control device 50.

[0033] The crank rotation sensor 56 is used to detect the rotation speed N of the crank 14 of the human-powered vehicle 10. The crank rotation sensor 56 is attached to, for example, the frame 18 of the human-powered vehicle 10 or a housing in which the motor 42 is provided. The crank rotation sensor 56 includes a magnetic sensor that outputs a signal according to the strength of a magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided in the power transmission path between the crankshaft 14A or the crankshaft 14A and the first rotor 26. The crank rotation sensor 56 is connected to the control unit 52 so as to be able to communicate with each other by wire or wirelessly. The crank rotation sensor 56 outputs a signal according to the rotation speed N of the crank 14 to the control unit 52. The crank rotation sensor 56 may be provided to a member that rotates integrally with the crankshaft 14A in the power transmission path of the human-powered driving force H from the crankshaft 14A to the first rotor 26. For example, the crank rotation sensor 56 may be provided on the first rotor 26 when no first one-way clutch is provided between the crankshaft 14A and the first rotor 26. The crank rotation sensor 56 may be used to detect the vehicle speed V of the human-powered vehicle 10. In this case, the control unit 52 calculates the rotation speed of the driving wheels 12B according to the rotation speed N of the crank 14 detected by the crank rotation sensor 56 and the gear ratio, and detects the vehicle speed V of the human-powered vehicle 10. Information related to the gear ratio is stored in advance in the memory unit 54.

[0034] When the human-powered vehicle 10 is provided with a transmission 46 for changing the gear ratio, the control unit 52 may calculate the gear ratio according to the vehicle speed V of the human-powered vehicle 10 and the rotation speed N of the crank 14. In this case, information on the circumferential length of the driving wheels 12B, the diameter of the driving wheels 12B, or the radius of the driving wheels 12B is stored in advance in the storage unit 54. The control device 50 may include a gear change sensor. The gear change sensor is provided in the transmission 46, for example. In this case, the gear change sensor is electrically connected to the control unit 52. The gear change sensor detects the current gear change stage of the transmission. The relationship between the gear change stage and the gear change ratio is stored in advance in the storage unit 54. This allows the control unit 52 to detect the current gear change ratio from the detection result of the gear change sensor. The control unit 52 can calculate the rotation speed N of the crank 14 by dividing the rotation speed of the driving wheels 12B by the gear change ratio. In this case, the vehicle speed sensor 58 and the gear shift sensor may be used as the crank rotation sensor 56. The gear shift sensor may be provided in a gear shift operation section instead of in the transmission 46, or may be provided in the gear shift wire.

[0035] The vehicle speed sensor 58 is used to detect the rotation speed of the wheels. The vehicle speed sensor 58 is electrically connected to the control unit 52 by wire or wirelessly. The vehicle speed sensor 58 is connected to the control unit 52 by wire or wirelessly so as to be able to communicate with the control unit 52. The vehicle speed sensor 58 outputs a signal according to the rotation speed of the wheels to the control unit 52. The control unit 52 calculates the vehicle speed V of the human-powered vehicle 10 based on the rotation speed of the wheels. The control unit 52 stops the motor 42 when the vehicle speed V becomes equal to or greater than a predetermined value. The predetermined value is, for example, 25 km / h or 45 km / h. The vehicle speed sensor includes, for example, a magnetic reed constituting a reed switch, or a Hall element. The vehicle speed sensor 58 may be attached to a chain stay of the frame 18 and configured to detect a magnet attached to the rear wheel, or may be provided in the front fork 32 and configured to detect a magnet attached to the front wheel. In another example, the vehicle speed sensor 58 includes a GPS receiver. The control unit 52 may detect the vehicle speed V of the human-powered vehicle 10 according to the GPS information acquired by the GPS receiving unit, the map information pre-recorded in the storage unit 54, and time. The control unit 52 preferably includes a timing circuit for measuring time.

[0036] The torque sensor 60 is used to detect the torque TH of the manual driving force H. The torque sensor 60 is provided, for example, in a housing in which the motor 42 is provided. The torque sensor 60 detects the torque TH of the manual driving force H input to the crank 14. For example, when a first one-way clutch is provided in the power transmission path, the torque sensor 60 is provided upstream of the first one-way clutch. The torque sensor 60 includes a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. When the torque sensor 60 includes a strain sensor, the strain sensor is preferably provided on the outer periphery of a rotating body included in the power transmission path. The torque sensor 60 may include a wireless or wired communication unit. The communication unit of the torque sensor 60 is configured to be able to communicate with the control unit 52.

[0037] The control unit 52 controls the motor 42 so that the assist force by the motor 42 is a predetermined ratio A with respect to the human-powered driving force H, for example. The control unit 52 may control the motor 42 so that the output torque TM of the assist force by the motor 42 is a predetermined ratio A with respect to the torque TH of the human-powered driving force H of the human-powered vehicle 10. The torque ratio AT of the output torque TM of the motor 42 to the torque TH of the human-powered driving force H of the human-powered vehicle 10 may be referred to as the ratio A. The control unit 52 may control the motor 42 so that the power WM (watts) of the motor 42 is a predetermined ratio A with respect to the power WH (watts) of the human-powered driving force H, for example. The control unit 52 controls the motor 42 in a plurality of control modes with different ratios A of the output of the motor 42 with respect to the human-powered driving force H. The ratio AW of the power WM of the output of the motor 42 to the power WH of the human-powered driving force H of the human-powered vehicle 10 may be referred to as the ratio A. The power WH of the human-powered driving force H is calculated by multiplying the human-powered driving force H by the rotation speed N of the crank 14. When the output of the motor 42 is input to the power path of the manual driving force H via a reducer, the output of the reducer is set as the output of the motor 42. The control unit 52 outputs a control command to the drive circuit 44 of the motor 42 according to the power WH or torque TH of the manual driving force H. The control command includes, for example, a torque command value.

[0038] The control unit 52 controls the motor 42 so that the maximum value MX of the output of the motor 42 is equal to or less than a predetermined value. The output of the motor 42 includes the output torque TM of the motor 42. The output of the motor 42 may include the power WM of the motor 42. In this case, the control unit 52 controls the motor 42 so that the power WM of the motor 42 is equal to or less than 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 52 may control the motor 42 so that the torque ratio AT is equal to or less than a predetermined torque ratio AT1. In one example, the predetermined torque ratio AT1 is 300%.

[0039] In each of the multiple control modes, at least one of the ratio A and the maximum value MX of the output of the motor 42 may be different. In each of the multiple control modes, only the ratio A, only the maximum value MX, or both the ratio A and the maximum value MX may be different. In this case, the control unit 52 controls the motor 42 so that the output of the motor 42 is equal to or less than the ratio A defined in the selected control mode of the motor 42 and equal to or less than a predetermined value.

[0040] The control device 50 further includes a first detection unit 62 for detecting the grounding state of at least one of the driven wheels 12A and the driving wheels 12B. The first detection unit 62 detects the pitch angle DP of the human-powered vehicle 10. The first detection unit 62 includes, for example, an inclination sensor. The inclination sensor detects the inclination angle of the vehicle body 16. The inclination sensor includes, for example, a gyro sensor. The gyro sensor preferably includes a three-axis gyro sensor. The gyro sensor is preferably configured to be able 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. The three axes of the gyro sensor are preferably provided on the human-powered vehicle 10 so as to follow the front-rear direction, the left-right direction, and the up-down direction of the human-powered vehicle 10 in a state in which the human-powered vehicle 10 is upright with its front and rear wheels on the ground on a horizontal surface. The gyro sensor may include a one-axis gyro sensor or a two-axis gyro sensor. The first detection unit 62 may include an acceleration sensor. The acceleration sensor detects at least one of the accelerations in the front-rear, left-right, and up-down directions of the human-powered vehicle 10 when the human-powered vehicle 10 is upright with its front and rear wheels on a horizontal surface. The first detection unit 62 is electrically connected to the control unit 52 by wire or wirelessly.

[0041] The control unit 52 determines that the driven wheels 12A of the human-powered vehicle 10 are not in contact with the ground when at least one of the pitch angle DP is equal to or greater than the first angle DP1 and the increasing speed of the pitch angle DP is equal to or greater than a predetermined speed.

[0042] The control device 50 further includes a second detection unit 64 that detects an impact given to the human-powered vehicle 10. The second detection unit 64 may include at least one of an acceleration sensor 64A, an angular velocity sensor 64B, and an inclination sensor 64C. The second detection unit 64 may include at least one of a sensor 64D that detects the load on the axles of the human-powered vehicle 10, and a sensor 64E that detects the air pressure in the tires of the human-powered vehicle 10. If the human-powered vehicle 10 includes a suspension, the second detection unit 64 may include a sensor 64F that detects the state of the suspension of the human-powered vehicle 10. The second detection unit 64 may include only the acceleration sensor 64A, only the angular velocity sensor 64B, only the tilt sensor 64C, only the sensor 64D, only the sensor 64E, only the sensor 64F, or may include any combination of the acceleration sensor 64A, the angular velocity sensor 64B, the tilt sensor 64C, the sensor 64D, the sensor 64E, and the sensor 64F. The first detection unit 62 is electrically connected to the control unit 52 by wire or wirelessly. In order for the second detection unit 64 to detect that both the driven wheel 12A and the driving wheel 12B are not in contact with the ground, the second detection unit 64 needs to include at least one of the sensor 64D, the sensor 64E, and the sensor 64F.

[0043] The acceleration sensor 64A is configured similarly to the acceleration sensor of the first detection unit 62. The acceleration sensor of the first detection unit 62 can be used as the acceleration sensor 64A, but the acceleration sensor 64A may be configured separately from the acceleration sensor of the first detection unit 62. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the rate of change in acceleration detected by the acceleration sensor 64A is greater than a predetermined rate. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the acceleration repeatedly increases and decreases. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the rate of change in acceleration detected by the acceleration sensor 64A is greater than a predetermined rate and the acceleration repeatedly increases and decreases.

[0044] The angular velocity sensor 64B is configured similarly to the gyro sensor of the first detection unit 62. The gyro sensor of the first detection unit 62 can be used as the angular velocity sensor 64B, but the angular velocity sensor 64B may be configured separately from the gyro sensor of the first detection unit 62. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the rate of change of the angular velocity detected by the angular velocity sensor 64B is greater than a predetermined rate. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the angular velocity repeatedly increases and decreases. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the rate of change of the angular velocity detected by the angular velocity sensor 64B is greater than a predetermined rate and the angular velocity repeatedly increases and decreases.

[0045] The tilt sensor 64C is configured similarly to the tilt sensor of the first detection unit 62. The tilt sensor of the first detection unit 62 can be used as the tilt sensor 64C, but the tilt sensor 64C may be configured separately from the tilt sensor of the first detection unit 62. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the rate of change in the tilt angle of the human-powered vehicle 10 detected by the tilt sensor 64C is greater than a predetermined rate. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the tilt angle repeatedly increases and decreases. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the rate of change in the tilt angle of the human-powered vehicle 10 detected by the tilt sensor 64C is greater than a predetermined rate and the tilt angle repeatedly increases and decreases.

[0046] The sensor 64D is provided on at least one of the axles of the driven wheels 12A and the driving wheels 12B. The sensor 64D may be provided only on the axle of the driven wheels 12A, only on the axle of the driving wheels 12B, or on both the axle of the driven wheels 12A and the axle of the driving wheels 12B. The sensor 64D outputs a signal according to the load on the axle to the control unit 52. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the change speed of the load on the axle detected by the sensor 64D is greater than a predetermined speed. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the load on the axle increases and decreases repeatedly. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the change speed of the load on the axle detected by the sensor 64D is greater than a predetermined speed and the load on the axle increases and decreases repeatedly.

[0047] The sensor 64E outputs a signal corresponding to the tire pressure of at least one of the driven wheels 12A and the driving wheels 12B to the control unit 52. The sensor 64D may be provided only to the driven wheels 12A, only to the driving wheels 12B, or to the driven wheels 12A and the driving wheels 12B. The sensor 64E is provided, for example, to a tire valve. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the rate of change in tire pressure detected by the sensor 64E is greater than a predetermined rate. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when tire pressure increases and decreases repeatedly. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the rate of change in tire pressure detected by the sensor 64E is greater than a predetermined rate and tire pressure increases and decreases repeatedly.

[0048] The sensor 64F outputs a signal corresponding to at least one of the suspension stroke amount and the state of the suspension fluid to the control unit 52. The sensor 64F outputs a signal corresponding to only the suspension stroke amount, only the state of the suspension fluid, or both the suspension stroke amount and the state of the suspension fluid to the control unit 52. The suspension includes at least one of a rear suspension and a front suspension. The suspension includes only the rear suspension, only the front suspension, or both the rear suspension and the front suspension. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the suspension stroke amount detected by the sensor 64F is greater than a predetermined amount, when the suspension fluid pressure detected by the sensor 64F is greater than a predetermined pressure, or when the suspension stroke amount detected by the sensor 64F is greater than a predetermined amount and the suspension fluid pressure is greater than a predetermined pressure. The control unit 52 may determine that an impact has been applied to the human-powered vehicle 10 when the suspension stroke amount repeatedly increases and decreases, when the suspension fluid pressure repeatedly increases and decreases, or when the suspension stroke amount repeatedly increases and decreases and the suspension fluid pressure repeatedly increases and decreases.

[0049] The control unit 52 controls the motor 42 that assists in the propulsion of the human-powered vehicle 10. The control unit 52 changes the control state of the motor 42, which is driven in response to the human-powered driving force H input to the crank 14 of the human-powered vehicle 10, in response to an impact given to the human-powered vehicle 10.

[0050] The control unit 52 changes at least one of the ratio A of the assist force M by the motor 42 to the human-powered driving force H input to the crank 14 of the human-powered vehicle 10 and the maximum value MX of the output of the motor 42 in response to an impact given to the human-powered vehicle 10. The control unit 52 changes only the ratio A of the assist force M by the motor 42 to the human-powered driving force H input to the crank 14 of the human-powered vehicle 10, only the maximum value MX of the output of the motor 42, or both the ratio A and the maximum value MX in response to an impact given to the human-powered vehicle 10. The control state of the motor 42 may be the control mode of the motor 42. In this case, when at least one of the ratio A and the maximum value MX is to be increased in response to an impact given to the human-powered vehicle 10, the control mode of the motor 42 is changed to a control mode in which at least one of the ratio A and the maximum value MX is larger. When at least one of the ratio A and the maximum value MX is to be decreased in response to an impact given to the human-powered vehicle 10, the control mode of the motor 42 is changed to a control mode in which at least one of the ratio A and the maximum value MX is smaller.

[0051] It is preferable that the control unit 52 gradually changes at least one of the ratio A and the maximum value MX when changing the control state of the motor 42. For example, when changing the control state of the motor 42, the control unit 52 gradually changes only the ratio A, only the maximum value MX, or both the ratio A and the maximum value MX.

[0052] The control unit 52 controls the motor 42 in a first control state when at least one of the driven wheels 12A and the driving wheels 12B is not in contact with the ground, and when an impact is applied to the human-powered vehicle 10 in the first control state, changes the control state of the motor 42 to a second control state. In the second control state, at least one of the ratio A and the maximum value MX is larger than in the first control state. The state in which at least one of the driven wheels 12A and the driving wheels 12B is not in contact with the ground includes a state in which only the driven wheels 12A, only the driving wheels 12B, or both the driven wheels 12A and the driving wheels 12B are not in contact with the ground. In the second control state, only the ratio A, only the maximum value MX, or both the ratio A and the maximum value MX are larger than in the first control state. Preferably, the control unit 52 stops the motor 42 in the first control state.

[0053] When at least one of the driven wheels 12A and the driving wheels 12B is not in contact with the ground from a state in which the driven wheels 12A and the driving wheels 12B are in contact with the ground, the control unit 52 changes the control state of the motor 42 from the third control state to the first control state. In the first control state, at least one of the ratio A and the maximum value MX is smaller than in the third control state. In the first control state, only the ratio A, only the maximum value MX, or both the ratio A and the maximum value MX are smaller than in the third control state.

[0054] Preferably, at least one of the ratio A and the maximum value MX is equal in the third control state and the second control state. In this case, only the ratio A, only the maximum value MX, or both the ratio A and the maximum value MX are equal in the third control state and the second control state. In one example, if no impact is applied to the human-powered vehicle 10 within a predetermined time TX after the control state of the motor 42 is changed from the third control state to the first control state, the control unit 52 changes the control state of the motor 42 from the first control state to the third control state. The predetermined time TX is, for example, in the range of 2 to 10 seconds.

[0055] It is preferable that the control unit 52 controls the motor 42 in the first control state when at least the driven wheel 12A is not on the ground, and changes the control state of the motor 42 to the second control state when an impact is applied to the human-powered vehicle 10 in the first control state. It is preferable that the control unit 52 changes the control state of the motor 42 from the third control state to the first control state when the state changes from one in which the driven wheel 12A and the driving wheel 12B are on the ground to one in which at least the driven wheel 12A is not on the ground.

[0056] The process of changing the control state of the motor 42 will be described with reference to Fig. 3. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S11 of the flowchart shown in Fig. 3. In this embodiment, when power is supplied to the control unit 52, the control unit 52 starts up in the third control state. When the flowchart in Fig. 3 ends, the control unit 52 repeats the process from step S11 after a predetermined period until the supply of power is stopped.

[0057] In step S11, the control unit 52 determines whether or not the motor 42 is being controlled in the second control state or the third control state. If the control unit 52 is not controlling the motor 42 in the second control state or the third control state, the control unit 52 ends the process. If the control unit 52 is controlling the motor 42 in the second control state or the third control state, the control unit 52 proceeds to step S12.

[0058] In step S12, the control unit 52 determines whether or not at least one of the driven wheels 12A and the driving wheels 12B is not in contact with the ground. If the driven wheels 12A and the driving wheels 12B are in contact with the ground, the control unit 52 ends the process. If at least one of the driven wheels 12A and the driving wheels 12B is not in contact with the ground, the control unit 52 proceeds to step S13.

[0059] In step S13, the control unit 52 controls the motor 42 in the first control state, and proceeds to step S14. In step S14, the control unit 52 determines whether or not a predetermined time TX has elapsed. For example, when the time since the control of the motor 42 in the first control state was started in step S13 becomes equal to or longer than the predetermined time TX, the control unit 52 determines that the predetermined time TX has elapsed.

[0060] If the predetermined time TX has not elapsed, the control unit 52 proceeds to step S16. In step S16, the control unit 52 determines whether or not an impact has been applied to the human-powered vehicle 10. In the case where the first detection unit 62 includes a plurality of sensors among the acceleration sensor 64A, the angular velocity sensor 64B, the tilt sensor 64C, the sensor 64D, the sensor 64E, and the sensor 64E, the control unit 52 may determine that an impact has been applied when the output of at least one of the plurality of sensors corresponds to the output when an impact has been applied, or may determine that an impact has been applied when the output of two or more of the plurality of sensors corresponds to the output when an impact has been applied. In the case where an impact has not been applied to the human-powered vehicle 10, the control unit 52 executes the process of step S14 again. In the case where an impact has been applied to the human-powered vehicle 10, the control unit 52 proceeds to step S17. In step S17, the control unit 52 controls the motor 42 in the second control state and ends the process.

[0061] When the control unit 52 determines in step S14 that the predetermined time TX has elapsed, the process proceeds to step S15. In step S15, the control unit 52 controls the motor 42 in the third control state, and ends the process.

[0062] The impact given to the human-powered vehicle 10 changes depending on the driving environment and driving conditions. The control device 50 can change the control state of the motor depending on the impact given to the human-powered vehicle, and therefore can appropriately control the motor depending on the driving environment and driving conditions.

[0063] Second embodiment A control device 50 of the second embodiment will be described with reference to Fig. 4. The control device 50 of the second embodiment is similar to the control device 50 of the first embodiment except for the process of switching the control state of the motor 42. Therefore, the same reference numerals as in the first embodiment are used for the configurations common to the first embodiment, and duplicated descriptions will be omitted.

[0064] For example, the control unit 52 is configured to change at least one of the ratio A of the assist force by the motor 42 to the human-powered driving force H and the maximum value MX of the output of the motor 42, depending on the running state of the human-powered vehicle 10. The control unit 52 is configured to change only the ratio A, only the maximum value MX, or both the ratio A and the maximum value MX, depending on the running state of the human-powered vehicle 10. The control unit 52 can control the motor 42 in a plurality of control states. In the plurality of control states of the motor 42, at least one of the ratio A and the maximum value MX is different. In the plurality of control states of the motor 42, only the ratio A, only the maximum value MX, or both the ratio A and the maximum value MX are different. The control unit 52 changes the control state of the motor 42 from one of the plurality of control states of the motor 42 to another control state, depending on the running state of the human-powered vehicle 10.

[0065] The running state of the human-powered vehicle 10 includes, for example, at least one of the rotation speed N of the crank 14, the human-powered driving force H, the vehicle speed V, the tilt angle of the human-powered vehicle 10, and the running resistance of the human-powered vehicle 10. The running state of the human-powered vehicle 10 includes only the rotation speed N of the crank 14, only the human-powered driving force H, only the vehicle speed V, only the tilt angle of the human-powered vehicle 10, only the running resistance of the human-powered vehicle 10, or any combination of the rotation speed N of the crank 14, the human-powered driving force H, the vehicle speed V, the tilt angle of the human-powered vehicle 10, and the running resistance of the human-powered vehicle 10. The control device 50 may further include a detection unit that detects the running state of the human-powered vehicle 10. The control unit 52 generates a gear change request, for example, when a parameter reflecting the running state of the human-powered vehicle 10 exceeds a predetermined value.

[0066] In one example, when the control state includes the ratio A, the control unit 52 changes the ratio A according to the rotation speed N of the crank 14. Specifically, when the rotation speed N of the crank 14 becomes greater than the first speed N1 and the control state in which the ratio A is not the minimum is set, the control unit 52 decreases the ratio A, and when the rotation speed N of the crank 14 becomes smaller than the second speed N2 and the ratio A is not the maximum is set, the control unit 52 increases the ratio A. When the control state includes the maximum value MX, the control unit 52 changes the maximum value MX according to the rotation speed N of the crank 14. Specifically, when the rotation speed N of the crank 14 becomes greater than the first speed N1 and the control state in which the maximum value MX is not the minimum is set, the control unit 52 decreases the maximum value MX, and when the rotation speed N of the crank 14 becomes smaller than the second speed N2 and the maximum value MX is not the maximum is set, the control unit 52 increases the maximum value MX.

[0067] In another example, when the control state includes the ratio A, the control unit 52 changes the ratio A according to the manual driving force H. Specifically, when the manual driving force H becomes larger than the first driving force H1 and the control state is not the maximum control state of the ratio A, the control unit 52 increases the ratio A, and when the manual driving force H becomes smaller than the second driving force H2 and the ratio A is not the minimum control state, the control unit 52 decreases the ratio A. When the control state includes the maximum value MX, the control unit 52 changes the maximum value MX according to the manual driving force H. Specifically, when the manual driving force H becomes larger than the first driving force H1 and the control state is not the maximum control state of the maximum value MX, the control unit 52 increases the maximum value MX, and when the manual driving force H becomes smaller than the second driving force H2 and the maximum value MX is not the minimum control state, the control unit 52 decreases the maximum value MX.

[0068] The control unit 52 is configured to change the control state of the motor 42, and prohibits the change in the control state of the motor 42 in response to an impact given to the human-powered vehicle 10. For example, the control unit 52 is configured to be able to change the control state of the motor 42 in response to the running state of the human-powered vehicle 10 when the impact given to the human-powered vehicle 10 is equal to or smaller than a predetermined value BX, and prohibits the change in the control state of the motor 42 in response to the running state of the human-powered vehicle 10 when the impact given to the human-powered vehicle 10 exceeds the predetermined value BX.

[0069] When the second detection unit 64 includes the acceleration sensor 64A, the control unit 52 may determine that the impact given to the human-powered vehicle 10 has exceeded the predetermined value BX at least one of the following: when the rate of change of the acceleration is greater than a predetermined value BX and / or when an increase and decrease in the acceleration is repeated for longer than a predetermined time. The control unit 52 may determine that the impact given to the human-powered vehicle 10 has exceeded the predetermined value BX only when the rate of change of the acceleration is greater than the predetermined value BX, only when an increase and decrease in the acceleration is repeated for longer than a predetermined time, or when the rate of change of the acceleration is greater than the predetermined value BX and an increase and decrease in the acceleration is repeated for longer than a predetermined time.

[0070] When the second detection unit 64 includes the angular velocity sensor 64B, the control unit 52 may determine that the impact given to the human-powered vehicle 10 has exceeded the predetermined value BX at least one of the following: when the rate of change of the angular velocity is greater than a predetermined rate and when increases and decreases in the angular velocity are repeated for longer than a predetermined time. The control unit 52 may determine that the impact given to the human-powered vehicle 10 has exceeded the predetermined value BX only when the rate of change of the angular velocity is greater than a predetermined rate, only when increases and decreases in the angular velocity are repeated for longer than a predetermined time, or when the rate of change of the angular velocity is greater than the predetermined rate and increases and decreases in the angular velocity are repeated for longer than a predetermined time.

[0071] When the second detection unit 64 includes the tilt sensor 64C, the control unit 52 may determine that the impact given to the human-powered vehicle 10 has exceeded the predetermined value BX at least one of the following: when the rate of change of the tilt angle of the human-powered vehicle 10 is greater than a predetermined speed and / or when the increase and decrease in the tilt angle is repeated for longer than a predetermined time. The control unit 52 may determine that the impact given to the human-powered vehicle 10 has exceeded the predetermined value BX only when the rate of change of the tilt angle of the human-powered vehicle 10 is greater than a predetermined speed, only when the increase and decrease in the tilt angle is repeated for longer than a predetermined time, or when the rate of change of the tilt angle of the human-powered vehicle 10 is greater than a predetermined speed and the increase and decrease in the tilt angle are repeated for longer than a predetermined time.

[0072] When the second detection unit 64 includes the sensor 64D, the control unit 52 may determine that the impact given to the human-powered vehicle 10 has exceeded the predetermined value BX at least when the rate of change of the load on the axle is greater than a predetermined rate and / or when the load on the axle repeatedly increases and decreases for longer than a predetermined time. The control unit 52 may determine that the impact given to the human-powered vehicle 10 has exceeded the predetermined value BX when the rate of change of the load on the axle is greater than a predetermined rate, when the load on the axle repeatedly increases and decreases for longer than a predetermined time, or when the rate of change of the load on the axle is greater than a predetermined rate and the load on the axle repeatedly increases and decreases for longer than a predetermined time.

[0073] When the second detection unit 64 includes the sensor 64E, the control unit 52 may determine that the impact given to the human-powered vehicle 10 has exceeded the predetermined value BX at least in one of the cases where the rate of change in tire air pressure is greater than a predetermined rate and where an increase and decrease in tire air pressure is repeated for longer than a predetermined time. The control unit 52 may determine that the impact given to the human-powered vehicle 10 has exceeded the predetermined value BX when the rate of change in tire air pressure is greater than a predetermined rate, when an increase and decrease in tire air pressure is repeated for longer than a predetermined time, or when the rate of change in tire air pressure is greater than a predetermined rate and an increase and decrease in tire air pressure are repeated for longer than a predetermined time.

[0074] When the second detection unit 64 includes the sensor 64F, the control unit 52 may determine that the impact given to the human-powered vehicle 10 has exceeded the predetermined value BX in at least one of the following cases: when the suspension stroke amount and the pressure of the suspension fluid are greater than a predetermined pressure, and when the suspension stroke amount and the pressure of the suspension fluid are repeatedly increased and decreased for longer than a predetermined time. The control unit 52 may determine that the impact given to the human-powered vehicle 10 has exceeded the predetermined value BX when the suspension stroke amount and the pressure of the suspension fluid are greater than the predetermined pressure, when the suspension stroke amount and the pressure of the suspension fluid are repeatedly increased and decreased for longer than a predetermined time, or when the suspension stroke amount and the pressure of the suspension fluid are greater than the predetermined pressure and the suspension stroke amount and the pressure of the suspension fluid are repeatedly increased and decreased for longer than a predetermined time.

[0075] The control unit 52 is preferably configured to be switchable between a first mode in which the control state of the motor 42 can be changed in response to an impact given to the human-powered vehicle 10, and a second mode in which the control state of the motor 42 is not changed in response to an impact given to the human-powered vehicle 10. The control unit 52 switches between the first mode and the second mode by operating an operation unit for switching between the first mode and the second mode. The operation unit may be provided in the human-powered vehicle 10, or may be provided in an external device. Information regarding the operation mode of the control unit 52 is stored in the memory unit 54, for example.

[0076] The process of changing the control state of the motor 42 will be described with reference to Fig. 4. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S21 of the flowchart shown in Fig. 4. When the flowchart of Fig. 4 ends, the control unit 52 repeats the process from step S21 after a predetermined period until the supply of power is stopped.

[0077] In step S21, the control unit 52 determines whether or not the mode is the first mode. If the mode is not the first mode, the control unit 52 ends the process. If the mode is the first mode, the control unit 52 proceeds to step S22. In step S22, the control unit 52 determines whether or not the impact given to the human-powered vehicle 10 is equal to or less than a predetermined value BX. If the impact given to the human-powered vehicle 10 is equal to or less than the predetermined value BX, the control unit 52 proceeds to step S23.

[0078] In step S23, the control unit 52 changes the control state of the motor 42 in accordance with the running state of the human-powered vehicle 10, and ends the process. If in step S22 the impact given to the human-powered vehicle 10 is not equal to or less than the predetermined value BX, the control unit 52 does not execute the process of step S23. Therefore, in the first mode, if the impact given to the human-powered vehicle 10 exceeds the predetermined value BX, the control unit 52 does not change the control state of the motor 42 in accordance with the running state of the human-powered vehicle 10.

[0079] When the first mode is entered, and the impact given to the human-powered vehicle 10 is equal to or less than a predetermined value BX, the control unit 52 may set a prohibition flag that prohibits changing the control state of the motor 42 according to the traveling state of the human-powered vehicle 10. When the prohibition flag is set, the control unit 52 does not change the control state of the motor 42.

[0080] When the second mode is selected, the control unit 52 may set a flag that prohibits a change in the control state of the motor 42. In this case, the control unit 52 may release the flag that prohibits a change in the control state of the motor 42 when the first mode is selected.

[0081] The control unit 52 may switch between the first mode and the second mode when the user performs an operation on the operation unit to switch between the first mode and the second mode.

[0082] Third embodiment A control device 50 of the third embodiment will be described with reference to Fig. 5. The control device 50 of the third embodiment is similar to the control device 50 of the first embodiment except for the process of switching the control state of the motor 42. Therefore, the same reference numerals as in the first embodiment are used for the configurations common to the first embodiment, and duplicated explanations will be omitted.

[0083] When the impact given to the human-powered vehicle 10 is equal to or less than the predetermined value BY and at least one of the driven wheels 12A and the driving wheels 12B is not on the ground, the control unit 52 makes at least one of the ratio A and the maximum value MX smaller than when the driven wheels 12A and the driving wheels 12B are on the ground. The state in which at least one of the driven wheels 12A and the driving wheels 12B is not on the ground includes a state in which only the driven wheels 12A, only the driving wheels 12B, or both the driven wheels 12A and the driving wheels 12B are not on the ground. When the impact given to the human-powered vehicle 10 exceeds the predetermined value BY and at least one of the driven wheels 12A and the driving wheels 12B is not on the ground, the control unit 52 does not change the control state of the motor 42. The control unit 52 changes the control state of the motor 42 by changing at least one of the ratio A and the maximum value MX. The control unit 52 changes the control state of the motor 42 by changing only the ratio A, only the maximum value MX, or both the ratio A and the maximum value MX.

[0084] It is more preferable that the control unit 52 makes at least one of the ratio A and the maximum value MX smaller than when the driven wheels 12A and the driving wheels 12B are in a state where they are not on the ground when the impact given to the human-powered vehicle 10 is equal to or less than the predetermined value BY. It is more preferable that the control unit 52 does not change the control state of the motor 42 when the impact given to the human-powered vehicle 10 exceeds the predetermined value BY and at least the driven wheels 12A are not on the ground.

[0085] The control unit 52 increases at least one of the ratio A and the maximum value MX when the driven wheels 12A and the driving wheels 12B are in a state where they are not on the ground after at least one of them is not on the ground while the impact given to the human-powered vehicle 10 is equal to or less than the predetermined value BY. It is preferable that the control unit 52 returns the control state of the motor 42 to the state before at least one of the driven wheels 12A and the driving wheels 12B were not on the ground after at least one of them is not on the ground while the impact given to the human-powered vehicle 10 is equal to or less than the predetermined value BX, when the driven wheels 12A and the driving wheels 12B are in a state where they are not on the ground.

[0086] When changing at least one of the ratio A and the maximum value MX, the control unit 52 preferably gradually changes at least one of the ratio A and the maximum value MX. For example, when changing the control state of the motor 42, the control unit 52 gradually changes only the ratio A, only the maximum value MX, or both the ratio A and the maximum value MX.

[0087] The control unit 52 preferably determines whether the impact exceeds a predetermined value BY in the same manner as the determination of whether the impact exceeds a predetermined value BX in the first embodiment. The predetermined value BY may be the same as the predetermined value BX or may be a different value.

[0088] The process of changing the control state of the motor 42 will be described with reference to Fig. 5. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S31 of the flowchart shown in Fig. 5. When the flowchart of Fig. 5 ends, the control unit 52 repeats the process from step S31 after a predetermined period until the supply of power is stopped.

[0089] In step S31, the control unit 52 determines whether the impact given to the human-powered vehicle 10 is equal to or less than a predetermined value BY. In step S31, the control unit 52 determines whether the impact given to the human-powered vehicle 10 is equal to or less than a predetermined value BY. If the impact given to the human-powered vehicle 10 is not equal to or less than the predetermined value BY, the control unit 52 ends the processing. If the impact given to the human-powered vehicle 10 is equal to or less than the predetermined value BY, the control unit 52 proceeds to step S32.

[0090] In step S32, the control unit 52 determines whether or not at least one of the driven wheels 12A and the driving wheels 12B is not in contact with the ground. If the driven wheels 12A and the driving wheels 12B are in contact with the ground, the control unit 52 ends the process. If at least one of the driven wheels 12A and the driving wheels 12B is not in contact with the ground, the control unit 52 proceeds to step S33. In step S33, the control unit 52 reduces at least one of the ratio A and the maximum value MX, and proceeds to step S34.

[0091] In step S34, the control unit 52 determines whether the driven wheels 12A and the driving wheels 12B are in contact with the ground. If the driven wheels 12A and the driving wheels 12B are not in contact with the ground, the control unit 52 repeats the determination process of step S34. If the driven wheels 12A and the driving wheels 12B are in contact with the ground, the control unit 52 proceeds to step S35.

[0092] In step S35, the control unit 52 increases at least one of the ratio A and the maximum value MX, and ends the process. For example, in step S35, the control unit 52 returns at least one of the ratio A and the maximum value MX to at least one of the ratio A and the maximum value MX before being changed in step S33.

[0093] (Modification) The explanations of the embodiments are examples of forms that the control device for a human-powered vehicle according to the present invention can take, and are not intended to limit the forms. The control device for a human-powered vehicle according to the present invention can take forms, for example, modified versions of the embodiments shown below, and combinations of at least two mutually consistent modified versions. In the following modified versions, parts that are common to the embodiments are given the same reference numerals as in the embodiments, and descriptions thereof will be omitted.

[0094] In the first embodiment, at least one of the ratio A and the maximum value MX in the second control state may be smaller than at least one of the ratio A and the maximum value MX in the first control state. In the second control state, only the ratio A, only the maximum value MX, or both the ratio A and the maximum value MX are smaller than in the first control state. In this case, it is easier for the passenger to control the behavior of the human-powered vehicle 10.

[0095] In the first embodiment, the processes of steps S14 and S15 in Fig. 3 may be omitted. In this case, if the determination in step S16 is NO, the process ends.

[0096] In the second embodiment, the control state of the motor 42 may be changed in response to conditions other than the traveling state of the human-powered vehicle 10. For example, the control state of the motor 42 is changed in response to the traveling environment of the human-powered vehicle 10.

[0097] In the third embodiment, step S34 in Fig. 5 may be changed to step S41 in Fig. 6. In this case, the control unit 52 proceeds to step S41 after the process of step S33. In step S41, the control unit 52 repeats the process of step S41 until a predetermined time TY has elapsed, and proceeds to step S35 when the predetermined time TY has elapsed. The control unit 52 determines that the predetermined time TY has elapsed, for example, when the time since at least one of the ratio A and the maximum value MX was reduced in step S33 becomes equal to or longer than the predetermined time TY.

[0098] In step S12 of the flowchart in FIG. 3 and step S32 of the flowcharts in FIGS. 5 and 6, it may be determined whether or not only the driven wheel 12A is not in contact with the ground.

[0099] In step S12 of the flowchart in FIG. 3 and step S32 of the flowcharts in FIGS. 5 and 6, it may be determined whether or not only the drive wheel 12B is not in contact with the ground.

[0100] In the first embodiment, the ratio A and the maximum value MX may be different in the second control state and the third control state. In the second control state, the ratio A and the maximum value MX may be smaller than in the third control state. In the second control state, the ratio A and the maximum value MX may be larger than in the third control state. [Explanation of symbols]

[0101] 10...human-powered vehicle, 14...crank, 12A...driven wheel, 12B...driving wheel, 42...motor, 50...control device for human-powered vehicle, 52...control unit, 62...first detection unit, 64...second detection unit, 64A...acceleration sensor, 64B...angular velocity sensor, 64C...inclination sensor, 64D...sensor, 64E...sensor, 64F...sensor.

Claims

1. A control unit controls a motor that assists in propulsion of the human-powered vehicle, The control unit is configured to change the control state of the motor in accordance with the running state of the human-powered vehicle when the impact applied to the human-powered vehicle is equal to or less than a predetermined value, and to prohibit changing the control state of the motor in accordance with the running state of the human-powered vehicle when the impact applied to the human-powered vehicle exceeds the predetermined value.

2. 2. The control device for a human-powered vehicle according to claim 1, wherein the control unit is configured to change at least one of a ratio of the assist force provided by the motor to the human-powered driving force input to a crank of the human-powered vehicle and a maximum value of the output of the motor, depending on the running state of the human-powered vehicle.

3. the human-powered vehicle includes a driven wheel and a drive wheel to which a human-powered driving force input to a crank of the human-powered vehicle and a driving force of the motor are transmitted, The control unit is when the impact given to the human-powered vehicle is equal to or less than the predetermined value and at least one of the driven wheels and the driving wheels are not in contact with the ground, at least one of the ratio of the assist force by the motor to the human-powered driving force input to a crank of the human-powered vehicle and the maximum value of the output of the motor is made smaller than when the driven wheels and the driving wheels are in contact with the ground, 2. The control device for a human-powered vehicle according to claim 1, wherein the control state of the motor is not changed when an impact applied to the human-powered vehicle exceeds the predetermined value and at least one of the driven wheels and the driving wheels is not in contact with the ground.

4. The vehicle further includes a first detection unit for detecting a ground contact state of at least one of the driven wheel and the driving wheel, The control device for a human-powered vehicle according to claim 3 , wherein the first detection unit detects a pitch angle of the human-powered vehicle.

5. 5. The control device for a human-powered vehicle according to claim 4, wherein the control unit determines that the driven wheels of the human-powered vehicle are not in contact with the ground when at least one of the pitch angle is equal to or greater than a first angle and a rate of increase in the pitch angle is equal to or greater than a predetermined rate.

6. The control device for a human-powered vehicle according to claim 3 , wherein the control unit, when changing the control state of the motor, gradually changes at least one of the ratio and the maximum value.

7. The control device for a human-powered vehicle according to claim 1 , further comprising a second detection unit that detects the impact applied to the human-powered vehicle.

8. The control device for a human-powered vehicle according to claim 7 , wherein the second detection unit includes at least one of an acceleration sensor, an angular velocity sensor, and an inclination sensor.

9. 9. The control device for a human-powered vehicle according to claim 7, wherein the second detection unit includes at least one of a sensor that detects a load on an axle of the human-powered vehicle and a sensor that detects air pressure in tires of the human-powered vehicle.

10. The control device for a human-powered vehicle according to claim 7 , wherein the second detection unit includes a sensor that detects a state of a suspension of the human-powered vehicle.

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