JP2021054370A - Control device for human power-driven vehicle - Google Patents

Abstract

To provide a control device for human power-driven vehicle capable of contributing to a suitable travel of a human power-driven vehicle.SOLUTION: There is provided a control device for human power-driven vehicle that is mounted on a human power-driven vehicle such that a carrier part different from a driver seated part can be coupled, and that comprises a control part which controls a motor attached to the human power-driven vehicle. The control part is configured to perform switching between a first control state in which the motor is controlled based upon a first parameter and a second control state in which the motor in the first control state is not controlled according to at least one of a coupling state of the carrier part and information associated with the carrier part.SELECTED DRAWING: Figure 2

Description

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

A control device for a human-powered vehicle that controls an electric component mounted on a human-powered vehicle is known. Electric components include motors that are mounted on manpowered vehicles. A conventional control device for a human-powered vehicle controls a motor included in an electric component. Patent Document 1 discloses an example of a conventional control device for a human-powered vehicle.

Japanese Patent Publication No. 10-511621

One of the objects of the present invention is to provide a control device for a human-powered vehicle that can contribute to suitable traveling of the human-powered vehicle.

The control device according to the first aspect of the present invention is a control device for a man-powered vehicle mounted on a man-powered vehicle capable of connecting a transport unit different from the driver's seating portion, and is a motor attached to the man-powered vehicle. The control unit includes a control unit that controls the motor, and the control unit has a first control state that controls the motor based on the first parameter and a second control state that does not control the motor in the first control state. , It is configured to switch according to at least one of the connected state of the transport unit and the information about the transport unit.
According to the control device on the first side surface, the first control state and the second control state can be switched according to at least one of the connected state of the transport unit and the information about the transport unit, so that the man-powered vehicle is suitable for traveling. Can contribute to.

In the control device on the second side according to the first side surface, the first parameter includes a human-powered driving force input to the human-powered vehicle.
According to the control device on the second side surface, the motor can be suitably controlled according to the human-powered driving force in the first control state.

In the control device on the third side according to the first or second side surface, the control unit is configured to control the motor in the first control state when the transport unit is connected to the human-powered vehicle. When the transport unit is not connected to the human-powered vehicle, the motor is controlled in the second control state.
According to the control device on the third side surface, when the transport unit is connected to the human-powered vehicle, the motor can be controlled according to the first parameter.

The control device according to the fourth aspect of the present invention is a control device for a man-powered vehicle mounted on a man-powered vehicle capable of connecting a transport unit different from the driver's seating portion, and is a motor attached to the man-powered vehicle. The control unit is configured to control the motor so that the rotation speed of the motor is equal to or lower than a predetermined speed, and the connected state of the transport unit and information on the transport unit are described. It is configured to change the predetermined speed according to at least one.
According to the control device on the fourth side surface, since the predetermined speed can be changed according to at least one of the information about the connected state of the transport unit and the transport unit, it is possible to contribute to the suitable traveling of the human-powered vehicle.

In the control device on the fifth side surface according to the fourth side surface, the predetermined speed when the transport unit is connected to the manpower-driven vehicle is the said when the transport unit is not connected to the man-powered vehicle. Greater than a predetermined speed.
According to the control device on the fifth side surface, when the transport unit is connected to the human-powered vehicle, the rotation speed of the motor can be increased as compared with the case where the transport unit is not connected to the human-powered vehicle.

The control device according to the sixth aspect of the present invention is a control device for a man-powered vehicle mounted on a man-powered vehicle capable of connecting a transport unit different from the driver's seating portion, and is a motor attached to the man-powered vehicle. The control unit includes a control unit that controls the rotation speed of the crank of the human-powered vehicle, the torque of the human-powered driving force input to the human-powered vehicle, and the human-powered driving force input to the human-powered vehicle. When at least one of the powers of the above is equal to or higher than a predetermined value, the motor is configured to be controlled so that the output of the motor does not increase, and the connected state of the transport unit and at least one of the information regarding the transport unit are obtained. Correspondingly, it is configured to change the predetermined value.
According to the control device on the sixth side surface, a predetermined value can be changed according to at least one of the information about the connected state of the transport unit and the transport unit, so that it can contribute to suitable traveling of the human-powered vehicle.

In the control device on the seventh side surface according to the sixth side surface, the predetermined value when the transport unit is connected to the manpower-driven vehicle is the said when the transport unit is not connected to the man-powered vehicle. It is larger than the predetermined value.
According to the control device on the seventh side surface, when the transport unit is connected to the human-powered vehicle, the output of the motor can be increased as compared with the case where the transport unit is not connected to the human-powered vehicle.

The control device according to the eighth aspect of the present invention is a control device for a man-powered vehicle mounted on a man-powered vehicle capable of connecting a transport unit different from the driver's seating portion, and is a motor attached to the man-powered vehicle. The control unit controls the motor so that the motor is driven when the rotation angle of the crank after the crank of the human-powered vehicle starts to rotate becomes equal to or more than a predetermined angle. , The predetermined angle is changed according to at least one of the connected state of the transport unit and the information about the transport unit.
According to the control device on the eighth side surface, since the predetermined angle can be changed according to at least one of the information about the connected state of the transport unit and the transport unit, it is possible to contribute to the suitable traveling of the human-powered vehicle.

In the control device on the ninth side surface according to the eighth side surface, the predetermined angle when the transport unit is connected to the manpower-driven vehicle is the said when the transport unit is not connected to the man-powered vehicle. It is smaller than the predetermined angle.
According to the control device on the ninth side surface, when the transport unit is connected to the human-powered vehicle, the motor can be driven earlier than when the transport unit is not connected to the human-powered vehicle.

In the control device on the tenth side according to any one of the fourth to ninth sides, the motor is configured to be able to assist the propulsion of the human-powered vehicle, and the control unit is input to the human-powered vehicle. The motor is controlled according to a human-powered driving force.
According to the control device on the tenth side surface, it is possible to control the assist of propulsion of the human-powered vehicle by the motor according to at least one of the information about the connected state of the transport unit and the transport unit.

The control device according to the eleventh aspect of the present invention is a control device for a man-powered vehicle mounted on a man-powered vehicle capable of connecting a transport unit different from the driver's seating portion, and is a motor attached to the man-powered vehicle. The control unit controls the motor so that when the first parameter increases, the response speed of the change in the output of the motor to the change in the first parameter becomes the first response speed. Then, when the first parameter decreases, the motor is controlled so that the response speed becomes the second response speed, and the motor is controlled according to the connected state of the transport unit and at least one of the information regarding the transport unit. It is configured to change the first response speed.
According to the control device on the eleventh side surface, the first response speed can be changed according to at least one of the information about the connected state of the transport unit and the transport unit, so that it can contribute to suitable traveling of the human-powered vehicle.

The control device according to the twelfth aspect of the present invention is a control device for a man-powered vehicle mounted on a man-powered vehicle capable of connecting a transport unit different from the driver's seating portion, and is a motor attached to the man-powered vehicle. The control unit controls the motor so that when the first parameter decreases, the response speed of the change in the output of the motor to the change in the first parameter becomes the second response speed. Then, the second response speed is changed according to at least one of the connected state of the transport unit and the information about the transport unit.
According to the control device on the twelfth side surface, the second response speed can be changed according to at least one of the information about the connected state of the transport unit and the transport unit, so that it can contribute to suitable traveling of the human-powered vehicle.

In the control device of the thirteenth side surface according to the twelfth side surface, the control unit controls the motor so that the response speed becomes the first response speed when the first parameter increases, and the transfer unit is connected. The first response speed is configured to change depending on the state and at least one piece of information about the transport unit.
According to the control device on the thirteenth side surface, the first response speed can be changed according to at least one of the information about the connected state of the transport unit and the transport unit.

In the control device on the 14th side surface according to the 12th or 13th side surface, the second response speed when the transport unit is connected to the human-powered vehicle is such that the transport unit is connected to the human-powered vehicle. It is smaller than the second response speed when there is none.
According to the control device on the 14th side surface, when the transport unit is connected to the human-powered vehicle, the output of the motor when the human-powered driving force is reduced as compared with the case where the transport unit is not connected to the human-powered vehicle. The decrease can be suppressed.

In the control device on the fifteenth side according to the eleventh or thirteenth side surface, the first response speed when the transport unit is connected to the human-powered vehicle is such that the transport unit is connected to the human-powered vehicle. It is higher than the first response speed when there is none.
According to the control device on the fifteenth side surface, when the transport unit is connected to the human-powered vehicle, the output of the motor is output when the human-powered driving force increases as compared with the case where the transport unit is not connected to the human-powered vehicle. Can rise early.

In the control device on the 16th side according to any one of the 11th to 15th sides, the motor is configured to be able to assist the propulsion of the human-powered vehicle, and the first parameter is input to the human-powered vehicle. Includes human-powered driving force.
According to the control device on the 16th side surface, it is possible to control the assist of propulsion of the human-powered vehicle by the motor according to at least one of the information about the connected state of the transport unit and the transport unit.

In the control device on the 17th side surface according to any one of the 1st to 16th side surfaces, the human-powered vehicle further includes a connection state detection unit that detects the connection state of the transport unit, and the control unit is the control unit. The motor is controlled according to the detection state of the connection state detection unit.
According to the control device on the 17th side surface, the motor can be suitably controlled according to the detection state of the connection state detection unit.

The control device according to the eighteenth aspect of the present invention is a control device for a human-powered vehicle mounted on a human-powered vehicle capable of connecting a transport unit different from the driver's seating portion, and the rotation of the crank of the human-powered vehicle. A control unit for controlling a transmission that changes the ratio of the rotational speed of the wheels to the speed is provided, and the control unit controls the transmission based on at least one of the traveling state and the traveling environment of the human-powered vehicle. The third control state and the fourth control state in which the transmission is not controlled in the third control state are switched according to at least one of the connected state of the transport unit and the information regarding the transport unit. Will be done.
According to the control device on the 18th side surface, the third control state and the fourth control state can be switched according to at least one of the connected state of the transport unit and the information about the transport unit, so that the man-powered vehicle is suitable for traveling. Can contribute to.

In the control device on the 19th side surface according to the 18th side surface, the human-powered vehicle further includes a connection state detection unit that detects the connection state of the transport unit, and the control unit is in the detection state of the connection state detection unit. The third control state and the fourth control state are switched accordingly.
According to the control device on the 19th side surface, the third control state and the fourth control state can be preferably switched according to the detection state of the connection state detection unit.

In the control device on the 20th side surface according to any one of the first to 19th side surfaces, the information about the transport unit includes the type of the transport unit, the shape of the transport unit, the size of the transport unit, and the transport unit. It includes at least one of the model year, the maximum load capacity of the transport unit, the load state on the transport unit, and the weight information of the transport unit.
According to the control device on the 20th side surface, the type of the transport unit, the shape of the transport unit, the size of the transport unit, the model year of the transport unit, the maximum load capacity of the transport unit, the load state on the transport unit, and the transport unit. Control can be performed according to at least one of the weight information of.

In the control device of the 21st side surface according to the 20th side surface, the weight information of the transport unit includes at least one of the weight of the transport unit and the total weight of the transport unit.
According to the control device on the 21st side surface, the weight information of the transport unit can be controlled according to at least one of the weight of the transport unit and the total weight of the transport unit.

In the control device on the 22nd side surface according to any one of the 1st to 21st side surfaces, the connection state of the transport unit is the connection between the first connection portion of the human-powered vehicle and the second connection portion of the transport unit. Alternatively, the unconnected state, the load acting between the first connected portion and the second connected portion, the switching between the connected mode and the unconnected mode by the operating device, and the vehicle body of the human-powered vehicle and the transport portion. Includes at least one of the relative distances of.
According to the control device on the 22nd side surface, it acts between the first connecting portion of the human-powered vehicle and the second connecting portion of the transporting portion in a connected or unconnected state, and between the first connecting portion and the second connecting portion. It is possible to perform control according to at least one of the load, switching between the connected mode and the unconnected mode by the operating device, and the relative distance between the vehicle body of the human-powered vehicle and the transport unit.

The control device for a human-powered vehicle of the present disclosure can contribute to the suitable running of the human-powered vehicle.

A side view of a human-powered vehicle including a control device for the human-powered vehicle according to the first embodiment. FIG. 3 is a block diagram showing an electrical configuration of a control device for a human-powered vehicle according to the first embodiment. An enlarged view of the first connecting portion of the human-powered vehicle and the second connecting portion of the transport portion of FIG. FIG. 5 is a flowchart of a process executed by the control unit of FIG. 2 and switching between a first control state and a second control state according to a connection state of the transport unit. FIG. 5 is a flowchart of processing of the first example of motor control according to the connected state of the transport unit, which is executed by the control unit of FIG. FIG. 2 is a flowchart of a second example of processing of motor control according to a connected state of the transport unit, which is executed by the control unit of FIG. The flowchart of the process of the 3rd example of the control of the motor according to the connection state of the transport part, which is executed by the control part of FIG. FIG. 5 is a flowchart of a fourth example of processing of motor control according to a connected state of the transport unit, which is executed by the control unit of FIG. FIG. 5 is a flowchart of a fifth example of processing of motor control according to a connected state of the transport unit, which is executed by the control unit of FIG. The flowchart of the process executed by the control part of 2nd Embodiment and switching between a 3rd control state and a 4th control state according to the connection state of a transfer part. A side view of a human-powered vehicle including a transport unit of the first modification. A side view of a human-powered vehicle including a transport portion of a second modification.

<First Embodiment>
A control device 60 for a human-powered vehicle mounted on the human-powered vehicle 10 of the first embodiment will be described with reference to FIGS. 1 to 9. The human-powered vehicle 10 is a vehicle that can be driven by at least a human-powered driving force H. The number of wheels of the human-powered vehicle 10 is not limited, and includes, for example, a unicycle 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 bicycles, as well as electric bicycles (E-bikes). Electric bicycles include electrically assisted bicycles that assist the propulsion of a vehicle by an electric motor. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as a bicycle.

The human-powered vehicle 10 includes a crank 12 to which a human-powered driving force H is input. The human-powered vehicle 10 further includes wheels 14 and a vehicle body 16. The wheel 14 includes a rear wheel 14A and a front wheel 14B. The vehicle body 16 includes a frame 18. The crank 12 includes a crankshaft 12A that is rotatable with respect to the frame 18 and a crankarm 12B that is provided at each axial end of the crankshaft 12A. A pedal 20 is connected to each crank arm 12B. The rear wheel 14A is driven by the rotation of the crank 12. The rear wheel 14A is supported by the frame 18. The crank 12 and the rear wheel 14A are connected by a drive mechanism 22. The drive mechanism 22 includes a first rotating body 24 connected to the crankshaft 12A. The crankshaft 12A and the first rotating body 24 may be connected so as to rotate integrally, or may be connected via a first one-way clutch. The first one-way clutch causes the first rotating body 24 to rotate forward when the crank 12 rotates forward, and allows the relative rotation between the crank 12 and the first rotating body 24 when the crank 12 rotates backward. It is composed of. The first rotating body 24 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 22 further includes a second rotating body 26 and a connecting member 28. The connecting member 28 transmits the rotational force of the first rotating body 24 to the second rotating body 26. The connecting member 28 includes, for example, a chain, a belt, or a shaft.

The second rotating body 26 is connected to the rear wheel 14A. The second rotating body 26 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 26 and the rear wheel 14A. The second one-way clutch causes the rear wheel 14A to rotate forward when the second rotating body 26 rotates forward, and the relative of the second rotating body 26 and the rear wheel 14A when the second rotating body 26 rotates backward. It is configured to allow rotation.

A front wheel 14B is attached to the frame 18 via a front fork 30. A handlebar 34 is connected to the front fork 30 via a stem 32. In the present embodiment, the rear wheel 14A is connected to the crank 12 by the drive mechanism 22, but at least one of the rear wheel 14A and the front wheel 14B may be connected to the crank 12 by the drive mechanism 22. A driver seating portion 36 is attached to the frame 18. The driver seat 36 is attached to, for example, the seat tube of the frame 18.

The human-powered vehicle 10 includes a battery 38 for the human-powered vehicle. The battery 38 includes one or more battery elements. The battery element includes a rechargeable battery. The battery 38 supplies power to the control device 60. The battery 38 is preferably connected to the control unit 62 of the control device 60 so as to be communicable by wire or wirelessly. The battery 38 can communicate with the control unit 62 of the control device 60 by, for example, power line communication (PLC), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver / Transmitter).

The human-powered vehicle 10 further includes a motor 40. The motor 40 is configured to be able to assist the propulsion of the human-powered vehicle 10. The motor 40 includes one or more electric motors. The motor 40 is configured to transmit rotation to at least one of the power transmission path of the human-powered driving force H from the pedal 20 to the rear wheels 14A and the front wheels 14B. The power transmission path of the human-powered driving force H from the pedal 20 to the rear wheel 14A includes the rear wheel 14A. In the present embodiment, the motor 40 is provided on the frame 18 of the human-powered vehicle 10 and is configured to transmit rotation to the first rotating body 24. A drive unit is configured including a motor 40 and a housing in which the motor 40 is provided. The power transmission path between the motor 40 and the crankshaft 12A preferably prevents the motor 40 from rotating due to the rotational force of the crank 12 when the crankshaft 12A is rotated in the direction in which the human-powered vehicle 10 advances. A third one-way clutch is provided. When the motor 40 is provided on at least one of the rear wheel 14A and the front wheel 14B, the motor 40 may include a hub motor.

Preferably, the human-powered vehicle 10 includes a transmission 42 configured to change the gear ratio of the human-powered vehicle 10. The gear ratio of the human-powered vehicle 10 is the ratio of the rotation speed W of the wheels 14 to the rotation speed N of the crankshaft 12A. In this embodiment, the drive wheels are the rear wheels 14A. The transmission 42 includes, for example, a front derailleur, a rear derailleur, and at least one of the internal derailleurs. When the transmission 42 includes an internal transmission, the internal transmission is provided, for example, in the hub of the rear wheel 14A. The transmission 42 includes at least one of an electric transmission configured to operate by an electric actuator and a cable transmission configured to operate by a Bowden cable.

The human-powered vehicle 10 is configured so that a transport unit 70 different from the driver seating unit 36 can be connected. The transport unit 70 is connected via the first connecting portion 46 of the human-powered vehicle 10 and the second connecting portion 70A of the transport unit 70. The first connecting portion 46 is provided on the frame 18, for example. The transport unit 70 of the present embodiment includes a loading platform 72. The loading platform 72 is attached above the rear wheel 14A, for example. The first connecting portion 46 and the second connecting portion 70A are connected via, for example, a bolt B.

The control device 60 includes a control unit 62. The control unit 62 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing units may be provided at a plurality of locations separated from each other. The control unit 62 may include one or more microcomputers. Preferably, the control device 60 further includes a storage unit 64. The storage unit 64 stores various control programs and information used for various control processes. The storage unit 64 includes, for example, a non-volatile memory and a volatile memory. The non-volatile memory includes, for example, at least one of a ROM (Read-Only Memory), an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), and a flash memory. Volatile memory includes, for example, RAM (Random access memory).

The control device 60 preferably further includes a drive circuit 66 of the motor 40. The drive circuit 66 and the control unit 62 are preferably provided in a housing in which the motor 40 is provided. The drive circuit 66 and the control unit 62 may be provided on the same circuit board, for example. The drive circuit 66 includes an inverter circuit. The drive circuit 66 controls the electric power supplied from the battery 38 to the motor 40. The drive circuit 66 is connected to the control unit 62 by wire or wirelessly. The drive circuit 66 drives the motor 40 in response to a control signal from the control unit 62.

Preferably, the human-powered vehicle 10 further includes a vehicle speed sensor 48, a crank rotation sensor 50, and a torque sensor 52.

The vehicle speed sensor 48 is configured to detect information according to the rotation speed W of the wheels 14 of the human-powered vehicle 10. The vehicle speed sensor 48 is configured to detect, for example, a magnet provided on a wheel 14 of a human-powered vehicle 10. The vehicle speed sensor 48 is configured to output a predetermined number of detection signals during one rotation of the wheel 14, for example. The predetermined number of times is, for example, 1. The vehicle speed sensor 48 outputs a signal according to the rotation speed of the wheel 14. The control unit 62 can calculate the vehicle speed V of the human-powered vehicle 10 based on the rotation speed of the wheels 14 and the information regarding the peripheral length of the wheels 14. Information about the peripheral length of the wheel 14 is stored in the storage unit 64. The vehicle speed sensor 48 includes, for example, a magnetic lead or a Hall element constituting a reed switch. The vehicle speed sensor 48 may be attached to the chain stay of the frame 18 of the human-powered vehicle 10 to detect a magnet attached to the rear wheel 14A, or may be provided on the front fork 30 to detect a magnet attached to the front wheel 14B. It may be configured. In the present embodiment, the vehicle speed sensor 48 is configured such that the reed switch detects the magnet once when the wheel 14 makes one rotation. The vehicle speed sensor 48 is not limited to the configuration for detecting the magnet provided on the wheel 14, and may be configured to include, for example, an optical sensor. The vehicle speed sensor 48 is connected to the control unit 62 via a wireless communication device or an electric cable.

The crank rotation sensor 50 is configured to detect information according to the rotation speed N of the crankshaft 12A. The crank rotation sensor 50 is provided, for example, in the frame 18 or the drive unit of the human-powered vehicle 10. The crank rotation sensor 50 includes a magnetic sensor that outputs a signal according to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided in the crankshaft 12A, a member that rotates in conjunction with the crankshaft 12A, or a power transmission path between the crankshaft 12A and the first rotating body 24. .. The member that rotates in conjunction with the crankshaft 12A includes the output shaft of the motor 40. The crank rotation sensor 50 outputs a signal corresponding to the rotation speed N of the crankshaft 12A. The magnet may be provided on a member that rotates integrally with the crankshaft 12A in the power transmission path of the human-powered driving force H from the crankshaft 12A to the first rotating body 24. For example, the magnet may be provided on the first rotating body 24 when the first one-way clutch is not provided between the crankshaft 12A and the first rotating body 24. The crank rotation sensor 50 may include an optical sensor, an acceleration sensor, a gyro sensor, a torque sensor, or the like instead of the magnetic sensor. The crank rotation sensor 50 is connected to the control unit 62 via a wireless communication device or an electric cable.

The torque sensor 52 is configured to output a signal corresponding to the torque applied to the crank 12 by the human-powered driving force H. When the first one-way clutch is provided in the power transmission path, for example, the torque sensor 52 is preferably provided on the upstream side of the power transmission path with respect to the first one-way clutch. The torque sensor 52 includes a strain sensor, a magnetostriction sensor, a pressure sensor, and the like. The strain sensor includes a strain gauge. The torque sensor 52 is provided in the power transmission path or a member included in the vicinity of the member included in the power transmission path. The member included in the power transmission path is, for example, a crankshaft 12A, a member that transmits a human-powered driving force H between the crankshaft 12A and the first rotating body 24, a crankarm 12B, or a pedal 20. The torque sensor 52 is connected to the control unit 62 via a wireless communication device or an electric cable.

The control unit 62 controls the motor 40 attached to the human-powered vehicle 10. Preferably, the control unit 62 controls the motor 40 according to the first parameter P1. Preferably, the first parameter P1 includes a parameter corresponding to the traveling state and traveling environment of the human-powered vehicle 10. Preferably, the first parameter P1 includes a human-powered driving force H input to the human-powered vehicle 10. The human-powered driving force H may be represented by the torque HT or the power WH. When the human-powered driving force H is represented by the power, the human-powered driving force H is obtained by multiplying the torque detected by the torque sensor 52 and the rotation speed N of the crankshaft 12A detected by the crank rotation sensor 50. To be done. The control unit 62 controls the motor 40 according to the human-powered driving force H input to the human-powered driving vehicle 10. The first parameter P1 may include at least one of the vehicle speed V and the rotational speed N of the crankshaft 12A. The first parameter P1 may include at least one of the road gradient and the traveling resistance of the traveling path of the human-powered vehicle 10. Preferably, the control unit 62 controls the motor 40 according to the outputs of the vehicle speed sensor 48, the crank rotation sensor 50, and the torque sensor 52.

The control unit 62 includes, for example, a first motor control, a second motor control, a third motor control, a fourth motor control, a fifth motor control, a sixth motor control, a seventh motor control, an eighth motor control, and a third. 9 Perform at least one of the motor controls. Preferably, the control unit 62 executes at least the first motor control.

In the first motor control, for example, the control unit 62 is configured to control the motor 40 so that the assist force M by the motor 40 has a predetermined assist ratio X with respect to the human-powered driving force H. The predetermined assist ratio X is not constant, and may change, for example, according to the human-powered driving force H, may change according to the vehicle speed V, and changes according to both the human-powered driving force H and the vehicle speed V. You may. The human-powered driving force H and the assisting force M may be expressed by torque or by power. When the human-powered driving force H and the assisting force M are expressed by torque, the human-powered driving force H is described as the human-powered torque TH, and the assisting force M is described as the assist torque TM. When the human-powered driving force H and the assisting force M are expressed by the work rate, the human-powered driving force H is described as the human-powered work rate WH, and the assisting force M is described as the assisting power WM. The torque ratio of the assist torque TM to the human power torque TH of the human-powered vehicle 10 may be described as the assist ratio AT. The ratio of the assist power WM by the motor 40 to the human power WH may be described as the assist ratio AW. The control unit 62 is configured to control the motor 40 by, for example, one control state selected from a plurality of control states in which at least a part of the correspondence between the human-powered driving force H and the assist ratio X is different from each other. ..

The human power work rate WH is calculated by multiplying the human power torque TH and the rotation speed N of the crankshaft 12A. When the output of the motor 40 is input to the power path of the human-powered driving force H via the speed reducer, the output of the speed reducer is set to the assist force M. In the absence of a reducer, the assist power WM is calculated by multiplying the output torque of the motor 40 by the rotational speed of the motor 40. If there is a reducer, the assist power WM is calculated by multiplying the output torque of the reducer by the output rotation speed of the reducer. If there is a speed reducer, the storage unit 64 is configured to store information about the reduction ratio of the speed reducer. The control unit 62 can calculate the output rotation speed of the speed reducer according to the rotation speed of the motor 40 and the information regarding the reduction ratio of the speed reducer. The storage unit 64 stores, for example, information indicating the relationship between the control command of the motor 40 and the output torque of the motor 40. The control unit 62 can calculate the output torque of the motor 40, for example, according to the information indicating the relationship between the control command of the motor 40 stored in the storage unit 64 and the output torque of the motor 40. The control unit 62 can calculate the output torque of the speed reducer according to, for example, the output torque of the motor 40 and the information regarding the reduction ratio of the speed reducer. The control unit 62 is configured to output a control command to the drive circuit 66 of the motor 40 according to the human power torque TH or the human power work rate WH. The control command includes, for example, a torque command value. The plurality of control states may include a control state in which the motor 40 is not driven.

In the second motor control, for example, the control unit 62 controls the motor 40 so that the assist force M is equal to or less than the upper limit value MX. When the assist force M is represented by the torque, the control unit 62 controls the motor 40 so that the assist torque TM is equal to or less than the upper limit value MTX. Preferably, the upper limit value MTX is a value in the range of 30 Nm or more and 90 Nm or less. The upper limit value MTX is, for example, 80 Nm. The upper limit value MTX is determined by, for example, the output characteristics of the motor 40. When the assist force M is represented by the work rate, the control unit 62 controls the motor 40 so that the assist work rate WM is equal to or less than the upper limit value MWX.

In the third motor control, for example, the control unit 62 stops the motor 40 when the vehicle speed V becomes equal to or higher than the predetermined vehicle speed VX. The predetermined vehicle speed VX is, for example, 45 km / h. The predetermined vehicle speed VX may be less than 45 km / h, for example, 25 km / h. The predetermined first speed WX is preferably a value corresponding to the predetermined vehicle speed VX or a value corresponding to less than the predetermined vehicle speed VX.

In the fourth motor control, for example, the control unit 62 stops the motor 40 when the rotation speed N of the crankshaft 12A is less than the predetermined first rotation speed N1. The predetermined first rotation speed N1 is, for example, 0 rpm. For example, the control unit 62 may stop the motor 40 or control the motor 40 so that the assist force M becomes smaller when the rotation speed N of the crankshaft 12A becomes a predetermined second rotation speed N2 or more. ..

In the fifth motor control, for example, the control unit 62 is configured to control the motor 40 so that the rotation speed S of the motor 40 is equal to or lower than a predetermined speed SA.

In the sixth motor control, for example, the control unit 62 is configured to control the motor 40 so that the output of the motor 40 does not increase when the second parameter P2 becomes a predetermined value P2 or more.

In the seventh motor control, for example, the control unit 62 drives the motor 40 so that the motor 40 is driven when the rotation angle C of the crank 12 after the crank 12 of the human-powered vehicle 10 starts rotating becomes equal to or more than a predetermined angle CA. 40 is controlled.

In the eighth motor control, for example, the control unit 62 controls the motor 40 so that the response speed R becomes the first response speed R1 when the first parameter P1 increases.

In the ninth motor control, for example, when the first parameter P1 decreases, the control unit 62 motors so that the response speed R of the change in the output of the motor 40 with respect to the change in the first parameter P1 becomes the second response speed R2. 40 is controlled.

Preferably, the human-powered vehicle 10 further includes a connection state detection unit 54 that detects the connection state of the transport unit 70. The connected state of the transport portion 70 is a connected or unconnected state between the first connecting portion 46 of the human-powered vehicle 10 and the second connecting portion 70A of the transport portion 70, and between the first connecting portion 46 and the second connecting portion 70A. It includes at least one of the load acting on the vehicle, switching between the connected mode and the unconnected mode by the operating device, and the relative distance between the human-powered vehicle 10 and the transport unit 70. The connected state of the transport unit 70 includes a first connected state in which the transport unit 70 is connected to the human-powered vehicle 10 and a second connected state in which the transport unit 70 is not connected to the human-powered vehicle 10. The first connection state corresponds to the connection state between the first connection portion 46 of the human-powered vehicle 10 and the second connection portion 70A of the transport portion 70. The second connected state corresponds to the non-connected state of the first connecting portion 46 of the human-powered vehicle 10 and the second connecting portion 70A of the transport portion 70. When the connected state of the transport unit 70 includes a load acting between the first connecting portion 46 and the second connecting portion 70A, and when it corresponds to the load when the transport unit 70 and the human-powered vehicle 10 are connected. Corresponds to the first connected state, and corresponds to the second connected state when it does not correspond to the load when the transport unit 70 and the human-powered vehicle 10 are connected. When the connected state of the transport unit 70 includes switching between the connected mode and the unconnected mode by the operating device, if the connected mode is selected by the operating device, it corresponds to the first connected state and the unconnected mode is selected. If so, it corresponds to the second connected state. When the connected state of the transport unit 70 includes the relative distance between the human-powered vehicle 10 and the transport unit 70, and when the distance between the human-powered vehicle 10 and the transport unit 70 is such that the transport unit 70 and the human-powered vehicle 10 are connected. When the distance corresponds to the first connection state, the distance between the human-powered vehicle 10 and the transport unit 70 corresponds to the distance when the transport unit 70 and the human-powered vehicle 10 are connected. 2 Corresponds to the connected state. Preferably, the first connected state and the second connected state are in a relationship of exclusion from each other.

The connection state detection unit 54 includes, for example, a reed switch. The reed switch detects a magnet provided on the vehicle body 16 and provided on the transport unit 70. The connection state detection unit 54 may include at least one of a contact sensor, a first load sensor, a first communication unit capable of wireless communication, and a first reading sensor in place of or in addition to the reed switch. The contact sensor is configured to be capable of detecting contact between the human-powered vehicle 10 and the transport unit 70. The contact sensor may be, for example, a pressure sensor including a piezoelectric element. The pressure sensor detects the pressure applied to the vehicle body 16 from the transport unit 70 by connecting the transport unit 70. The first load sensor is configured to be able to detect the load acting between the first connecting portion 46 and the second connecting portion 70A. The first communication unit is configured to be able to communicate with a second communication unit different from the first communication unit. In one example, a first communication unit is provided on one of the human-powered vehicle 10 and the transport unit 70, and a second communication unit is provided on the other side of the human-powered vehicle 10 and the transport unit 70. In this example, when the relative distance between the human-powered vehicle 10 and the transport unit 70 is less than a predetermined distance, communication between the first communication unit and the second communication unit is executed. The first reading sensor is configured to be able to read at least one of a barcode and a two-dimensional code. In one example, one of the human-powered vehicle 10 and the transport unit 70 is provided with a first reading sensor, and the other of the human-powered vehicle 10 and the transport unit 70 is provided with at least one of a bar code and a two-dimensional code. The connection state detection unit 54 may include a camera.

Preferably, the control unit 62 controls the motor 40 according to the detection state of the connection state detection unit 54. Preferably, the control unit 62 is in a first connected state in which the transport unit 70 is connected to the human-powered vehicle 10 and in a second connected state in which the transport unit 70 is not connected to the human-powered vehicle 10. , The control of the motor 40 is different.

Preferably, the information about the transport unit 70 includes the type of the transport unit 70, the shape of the transport unit 70, the size of the transport unit 70, the model year of the transport unit 70, the maximum load capacity of the transport unit 70, and the load state on the transport unit 70. , And at least one of the weight information of the transport unit 70. Preferably, the weight information of the transport unit 70 includes at least one of the weight of the transport unit 70 and the total weight of the transport unit 70.

When the control unit 62 controls the motor 40 according to the information about the transport unit 70, preferably, the human-powered vehicle 10 includes a transport information detection unit, and the control unit 62 corresponds to the detection state of the transport information detection unit. It is configured to control the motor 40.

The transport information detection unit includes, for example, at least one of a second load sensor, a weight sensor, a third communication unit, and a second reading sensor. The second load sensor is configured to be able to detect the load acting on the transport unit 70. The weight sensor is configured to be able to detect at least one of the weight of the transport unit 70 and the weight of a person, luggage, etc. loaded on the transport unit 70. In one example, the total weight of the transport unit 70 is calculated by calculating the sum of the weight of the transport unit 70 and the weight of the person and luggage loaded on the transport unit 70. The third communication unit is configured to be able to communicate with a fourth communication unit different from the third communication unit. In one example, a third communication unit is provided on one of the human-powered vehicle 10 and the transport unit 70, and a fourth communication unit is provided on the other side of the human-powered vehicle 10 and the transport unit 70. The third communication unit acquires information about the transport unit 70 by communicating with the fourth communication unit. The first communication unit and the third communication unit may be one common communication unit. The second reading sensor is configured to be able to read at least one of a barcode and a two-dimensional code. In one example, one of the human-powered vehicle 10 and the transport unit 70 is provided with a second reading sensor, and the other of the human-powered vehicle 10 and the transport unit 70 is provided with at least one of a bar code and a two-dimensional code. The second reading sensor acquires information about the transport unit 70 by reading at least one of the bar code and the two-dimensional code. The first reading sensor and the second reading sensor may be one common reading sensor.

When the control unit 62 controls the motor 40 according to the type of the transport unit 70, for example, when the type of the transport unit 70 is a predetermined type, the control unit 62 controls the motor 40 as in the case of the first connected state. If it is controlled and the type is not predetermined, the motor 40 is controlled in the same manner as in the case of the second connected state.

When the control unit 62 controls the motor 40 according to the shape of the transport unit 70, for example, when the shape of the transport unit 70 is a predetermined shape, the control unit 62 controls the motor 40 as in the case of the first connected state. If it is controlled and the shape is not predetermined, the motor 40 is controlled in the same manner as in the case of the second connected state.

When the control unit 62 controls the motor 40 according to the size of the transport unit 70, for example, when the size of the transport unit 70 is a predetermined size, the control unit 62 controls the motor 40 as in the case of the first connected state. If it is controlled and the size is not a predetermined size, the motor 40 is controlled in the same manner as in the case of the second connected state. Preferably, the predetermined size includes the case of the predetermined first size or more.

When the control unit 62 controls the motor 40 according to the model year of the transport unit 70, for example, when the model year of the transport unit 70 is a predetermined model year, the control unit 62 is the same as in the case of the first connected state. The motor 40 is controlled, and if the model year is not predetermined, the motor 40 is controlled in the same manner as in the case of the second connected state.

When the control unit 62 controls the motor 40 according to the maximum load capacity of the transport unit 70, for example, when the maximum load capacity of the transport unit 70 is a predetermined maximum load capacity, the control unit 62 is in the first connected state. The motor 40 is controlled in the same manner as in the above, and when the maximum load capacity is not a predetermined value, the motor 40 is controlled in the same manner as in the case of the second connected state. Preferably, the predetermined maximum load capacity includes the case where the predetermined maximum load capacity or more is equal to or greater than the predetermined first maximum load capacity.

When the control unit 62 controls the motor 40 according to the load state on the transport unit 70, for example, when the load state on the transport unit 70 is a predetermined load, the control unit 62 is the same as in the case of the first connected state. When the load is not a predetermined load, the motor 40 is controlled in the same manner as in the case of the second connected state. Preferably, the predetermined load includes the case of a predetermined first load or more.

When the control unit 62 controls the motor 40 according to the weight of the transport unit 70, for example, when the weight of the transport unit 70 is a predetermined weight, the control unit 62 controls the motor 40 as in the case of the first connected state. If the weight is controlled and is not a predetermined weight, the motor 40 is controlled in the same manner as in the case of the second connected state. Preferably, the predetermined weight includes the case of the predetermined first weight or more.

When the control unit 62 controls the motor 40 according to the total weight of the transport unit 70, for example, when the total weight of the transport unit 70 is a predetermined total weight, the control unit 62 is the same as in the case of the first connected state. The motor 40 is controlled, and when the total weight is not a predetermined value, the motor 40 is controlled in the same manner as in the case of the second connected state. Preferably, the predetermined total weight includes the case where the predetermined total weight is equal to or more than the first total weight.

In the first example of controlling the motor 40 according to the connected state of the transport unit 70, the control unit 62 controls the motor 40 based on the first parameter P1 in the first control state and the motor 40 in the first control state. The second control state in which the control is not performed is configured to be switched according to at least one of the information about the connected state of the transport unit 70 and the transport unit 70. Preferably, the first control state and the second control state are in a relationship of exclusion from each other. Preferably, the control unit 62 is configured to control the motor 40 in the first control state when the transport unit 70 is connected to the human-powered vehicle 10. The control unit 62 is configured to control the motor 40 in the second control state when the transport unit 70 is not connected to the human-powered vehicle 10. Preferably, the control unit 62 controls the motor 40 in the first control state in the first connected state, and controls the motor 40 in the second control state in the second connected state. Preferably, the control unit 62 drives the motor 40 so that the motor 40 can assist the traveling of the human-powered vehicle 10 in the first control state. Preferably, in the second control state, the control unit 62 does not drive the motor 40 so that the motor 40 does not assist the traveling of the human-powered vehicle 10. Preferably, the control unit 62 does not control the motor 40 in the second control state. Preferably, the control unit 62 executes at least the first motor control in the first control state and does not execute the first motor control in the second control state.

A process of switching between the first control state and the second control state will be described with reference to FIG. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S11 of the flowchart shown in FIG. When the flowchart of FIG. 4 is completed, the control unit 62 repeats the process from step S11 after a predetermined cycle until the power supply is stopped. When the power is supplied to the control unit 62, the control unit 62 proceeds to step S11, and when the process of step S12 or step S13 is completed, the process of step S11 until the next power is supplied to the control unit 62. May not be done.

In step S11, the control unit 62 determines whether or not it is in the first connected state. In the case of the first connected state, the control unit 62 shifts to step S12. In step S12, the control unit 62 switches to the first control state and ends the process. In the case of the first control state, the control unit 62 maintains the first control state and ends the process.

In step S11, the control unit 62 shifts to step S13 when it is not in the first connected state. In step S13, the control unit 62 switches to the second control state and ends the process. In the case of the second control state, the control unit 62 maintains the second control state and ends the process.

With reference to FIG. 5, the process executed in the first example of the control of the motor 40 according to the connected state of the transport unit 70 will be described. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S21 of the flowchart shown in FIG. When the flowchart of FIG. 5 is completed, the control unit 62 repeats the process from step S21 after a predetermined cycle until the power supply is stopped.

In step S21, the control unit 62 determines whether or not it is in the first control state. In the case of the first control state, the control unit 62 shifts to step S22. In step S22, the control unit 62 controls the motor 40 based on the first parameter P1 and ends the process.

In step S21, the control unit 62 ends the process if it is not in the first control state. In the case of the second control state, the control unit 62 proceeds to NO in step S22, and ends the process without controlling the motor 40.

In the second example of controlling the motor 40 according to the connected state of the transport unit 70, the control unit 62 is configured to execute the fifth motor control, and the control unit 62 has a rotation speed S of the motor 40 in advance. It is configured to control the motor 40 so that the speed is SA or less. The control unit 62 is configured to change a predetermined speed SA according to at least one of the information about the connected state of the transport unit 70 and the transport unit 70. Preferably, the predetermined speed SX when the transport unit 70 is connected to the human-powered vehicle 10 is larger than the predetermined speed SY when the transport unit 70 is not connected to the human-powered vehicle 10.

The processing of the second example of controlling the motor 40 will be described with reference to FIG. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S31 of the flowchart shown in FIG. When the flowchart of FIG. 6 is completed, the control unit 62 repeats the process from step S31 after a predetermined cycle until the power supply is stopped.

In step S31, the control unit 62 determines whether or not it is in the first connected state. In the case of the first connected state, the control unit 62 shifts to step S32. In step S32, the control unit 62 controls the motor 40 so that the rotation speed S of the motor 40 is equal to or lower than the predetermined speed SX.

In step S31, the control unit 62 shifts to step S33 if it is not in the first connected state. In step S33, the control unit 62 controls the motor 40 so that the rotation speed S of the motor 40 is equal to or less than a predetermined speed SY. In the second connected state, the control unit 62 controls the motor 40 so that the rotation speed S of the motor 40 is equal to or lower than the predetermined speed SY in step S33.

In the third example of controlling the motor 40 according to the connected state of the transport unit 70, the control unit 62 is configured to execute the sixth motor control, and the control unit 62 has a value predetermined by the second parameter P2. At P2 or higher, the motor 40 is configured to be controlled so that the output of the motor 40 does not increase. The control unit 62 is configured to change a predetermined value P2 according to at least one of the information about the connected state of the transport unit 70 and the transport unit 70. The second parameter P2 is the rotational speed N of the crankshaft 12A of the human-powered vehicle 10, the torque TH of the human-powered driving force H input to the human-powered vehicle 10, and the human-powered driving force H input to the human-powered vehicle 10. Includes at least one of the power HWs. Preferably, the control unit 62 increases the output of the motor 40 in response to an increase in the second parameter P2 when the second parameter P2 is less than the predetermined value PX, and when the second parameter P2 becomes equal to or more than the predetermined value PX, the motor Clamp the output of 40. Preferably, the predetermined value PX when the transport unit 70 is connected to the human-powered vehicle 10 is larger than the predetermined value PY when the transport unit 70 is not connected to the human-powered vehicle 10.

The processing of the third example of controlling the motor 40 will be described with reference to FIG. 7. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S41 of the flowchart shown in FIG. 7. When the flowchart of FIG. 7 is completed, the control unit 62 repeats the process from step S41 after a predetermined cycle until the power supply is stopped.

In step S41, the control unit 62 determines whether or not it is in the first connected state. In the case of the first connected state, the control unit 62 shifts to step S42. In step S42, the control unit 62 determines whether or not the second parameter P2 is equal to or greater than the predetermined value PX. When the second parameter P2 is not equal to or more than the predetermined value PX, the control unit 62 ends the process. When the second parameter P2 is equal to or higher than the predetermined value PX, the control unit 62 proceeds to step S43. In step S43, the control unit 62 controls the motor 40 so that the output of the motor 40 does not increase, and ends the process.

If the control unit 62 is not in the first connected state in step S41, the control unit 62 shifts to step S44. In step S44, the control unit 62 determines whether or not the second parameter P2 is equal to or greater than a predetermined value PY. If the second parameter P2 is not equal to or greater than the predetermined value PY, the control unit 62 ends the process. When the second parameter P2 is equal to or greater than the predetermined value PY, the control unit 62 proceeds to step S43. In step S43, the control unit 62 controls the motor 40 so that the output of the motor 40 does not increase, and ends the process.

In the fourth example of controlling the motor 40 according to the connected state of the transport unit 70, the control unit 62 is configured to execute the seventh motor control, and the control unit 62 is such that the crank 12 of the human-powered vehicle 10 rotates. The motor 40 is controlled so that the motor 40 is driven when the rotation angle C of the crank 12 after starting the above is equal to or greater than a predetermined angle CA. The control unit 62 is configured to change a predetermined angle CA according to at least one of the information about the connected state of the transport unit 70 and the transport unit 70. Preferably, the predetermined angle CX when the transport unit 70 is connected to the human-powered vehicle 10 is smaller than the predetermined angle CY when the transport unit 70 is not connected to the human-powered vehicle 10.

The processing of the fourth example of controlling the motor 40 will be described with reference to FIG. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S51 of the flowchart shown in FIG. When the flowchart of FIG. 8 is completed, the control unit 62 repeats the process from step S51 after a predetermined cycle until the power supply is stopped. The control unit 62 may shift to step S51 when the rotation of the crank 12 is restarted after the rotation of the crank 12 is stopped.

In step S51, the control unit 62 determines whether or not it is in the first connected state. In the case of the first connected state, the control unit 62 shifts to step S52. In step S52, the control unit 62 determines whether or not the rotation angle C of the crank 12 after the crank 12 starts rotating is equal to or greater than a predetermined angle CX. When the rotation angle C of the crank 12 after the crank 12 starts rotating is equal to or greater than the predetermined angle CX, the control unit 62 proceeds to step S53. In step S53, the control unit 62 controls the motor 40 so that the motor 40 is driven, and ends the process.

In step S52, the control unit 62 ends the process when the rotation angle C of the crank 12 after the crank 12 starts rotating is not equal to or greater than the predetermined angle CX. In step S52, if the rotation angle C of the crank 12 after the crank 12 starts rotating is not equal to or greater than the predetermined angle CX, the control unit 62 repeats the process of step S52 until it becomes equal to or greater than the predetermined angle CX. It may be.

In step S51, the control unit 62 shifts to step S54 if it is not in the first connected state. In step S54, the control unit 62 determines whether or not the rotation angle C of the crank 12 after the crank 12 starts rotating is equal to or greater than a predetermined angle CY. When the rotation angle C of the crank 12 after the crank 12 starts rotating is equal to or greater than a predetermined angle CY, the control unit 62 proceeds to step S53. In step S53, the control unit 62 controls the motor 40 so that the motor 40 is driven, and ends the process.

In step S54, the control unit 62 ends the process when the rotation angle C of the crank 12 after the crank 12 starts rotating is not equal to or greater than the predetermined angle CY. In step S54, if the rotation angle C of the crank 12 after the crank 12 starts rotating is not equal to or greater than the predetermined angle CY, the control unit 62 repeats the process of step S54 until the predetermined angle CY or more is reached. It may be.

In the fifth example of controlling the motor 40 according to the connected state of the transport unit 70, the control unit 62 is configured to execute the eighth motor control and the ninth motor control, and the control unit 62 is the first parameter P1. When increases, the motor 40 is controlled so that the response speed R becomes the first response speed R1, and when the first parameter P1 decreases, the response speed R of the change in the output of the motor 40 with respect to the change in the first parameter P1. Controls the motor 40 so that the second response speed is R2. The control unit 62 is configured to change the second response speed R2 according to at least one of the information about the connected state of the transport unit 70 and the transport unit 70. Preferably, the control unit 62 is configured to change the first response speed R1 depending on the connected state of the transport unit 70 and at least one piece of information about the transport unit 70. Preferably, the first response speed R1 is equal to or higher than the second response speed R2. By increasing the first response speed R1 when the first parameter P1 increases, the output of the motor 40 can be increased at an early stage when the first parameter P1 increases. By reducing the second response speed R2 when the first parameter P1 decreases, it is possible to suppress a decrease in the output of the motor 40 when the first parameter P1 decreases. The second response speed R2X when the transport unit 70 is connected to the human-powered vehicle 10 is smaller than the second response speed R2Y when the transport unit 70 is not connected to the human-powered vehicle 10. The first response speed R1X when the transport unit 70 is connected to the human-powered vehicle 10 is larger than the first response speed R1Y when the transport unit 70 is not connected to the human-powered vehicle 10.

The control unit 62 changes the first response speed R1 by, for example, filtering. The control unit 62 changes the second response speed R2 by, for example, filtering. For example, a time constant is used for the filtering process. The control unit 62 changes the first response speed R1 and the second response speed R2 by changing the time constant.

The processing of the fifth example of controlling the motor 40 will be described with reference to FIG. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S61 of the flowchart shown in FIG. When the flowchart of FIG. 9 is completed, the control unit 62 repeats the process from step S61 after a predetermined cycle until the power supply is stopped.

In step S61, the control unit 62 determines whether or not it is in the first connected state. In the case of the first connected state, the control unit 62 shifts to step S62. In step S62, the control unit 62 determines whether or not the first parameter P1 is increasing. When the first parameter P1 is increasing, the control unit 62 shifts to step S63. In step S63, the control unit 62 controls the motor 40 so that the response speed R becomes the first response speed R1X, and ends the process.

If the first parameter P1 is not increased in step S62, the control unit 62 shifts to step S64. In step S64, the control unit 62 controls the motor 40 so as to have the second response speed R2X, and ends the process.

If the control unit 62 is not in the first connected state in step S61, the control unit 62 shifts to step S65. In step S65, the control unit 62 determines whether or not the first parameter P1 is increasing. When the first parameter P1 is increasing, the control unit 62 shifts to step S66. In step S66, the control unit 62 controls the motor 40 so that the response speed R becomes the first response speed R1Y, and ends the process.

If the first parameter P1 has not increased in step S65, the control unit 62 shifts to step S67. In step S67, the control unit 62 controls the motor 40 so that the second response speed is R2Y, and ends the process.

The control unit 62 executes only one of the first, second, third, fourth, and fifth examples of control of the motor 40 according to the connected state of the transport unit 70. Alternatively, two or more of the second, third, fourth, and fifth cases may be performed.

The control unit 62 has an assist ratio X, an upper limit value MX of the assist force M, a predetermined vehicle speed VX, a predetermined first rotation speed N1, and a predetermined second rotation speed N2 according to the connected state of the transport unit 70. At least one may be changed. For example, the assist ratio X in the first connected state, the upper limit value MX of the assist force M, the predetermined vehicle speed VX, and the predetermined second rotation speed N2 are the assist ratio X and the assist force in the second connected state. It is larger than the upper limit value MX of M, the predetermined vehicle speed VX, and the predetermined second rotation speed N2. For example, the predetermined first rotation speed N1 in the first connected state is smaller than the predetermined first rotation speed N1 in the second connected state.

<Second Embodiment>
The control device 60 of the second embodiment will be described with reference to FIGS. 2 and 10. The control device 60 of the second embodiment is the same as the control device 60 of the first embodiment except that the control unit 62 controls the transmission 42 instead of the motor 40, and is therefore common to the first embodiment. The configuration is designated by the same reference numerals as those in the first embodiment, and duplicate description will be omitted.

In the present embodiment, the transmission 42 preferably includes an electric transmission. The electric transmission includes an electric actuator and a transmission body. The control unit 62 operates the transmission main body by operating the electric actuator, and changes the shift ratio of the human-powered vehicle 10.

The control unit 62 controls the transmission 42 based on at least one of the traveling state and the traveling environment of the human-powered vehicle 10, and the fourth control state in which the transmission 42 is not controlled in the third control state. The control state is configured to switch according to at least one of the connected state of the transport unit 70 and information about the transport unit 70. Preferably, the third control state and the fourth control state are in a relationship of exclusion from each other. Preferably, the control unit 62 switches between the third control state and the fourth control state according to the detection state of the connection state detection unit 54.

The control unit 62 may control the transmission 42 in the third control state in the first connected state, and may control the transmission 42 in the fourth control state in the second connected state. The control unit 62 may control the transmission 42 in the fourth control state in the first connected state, and may control the transmission 42 in the third control state in the second connected state.

When the control unit 62 switches between the third control state and the fourth control state according to the information about the transport unit 70, preferably, the human-powered vehicle 10 includes a transport information detection unit, and the control unit 62 detects the transport information. It is configured to switch between the third control state and the fourth control state according to the detection state of the unit.

When the control unit 62 switches between the third control state and the fourth control state according to the type of the transport unit 70, for example, when the type of the transport unit 70 is a predetermined type, the control unit 62 is in the first connected state. The third control state and the fourth control state are switched as in the case, and when the type is not predetermined, the third control state and the fourth control state are switched as in the case of the second connected state.

When the control unit 62 switches between the third control state and the fourth control state according to the shape of the transport unit 70, for example, when the shape of the transport unit 70 is a predetermined shape, the control unit 62 is in the first connected state. The third control state and the fourth control state are switched as in the case, and when the shape is not predetermined, the third control state and the fourth control state are switched as in the case of the second connected state.

When the control unit 62 switches between the third control state and the fourth control state according to the size of the transport unit 70, for example, when the size of the transport unit 70 is a predetermined size, the control unit 62 is in the first connected state. The third control state and the fourth control state are switched as in the case, and when the size is not predetermined, the third control state and the fourth control state are switched as in the case of the second connected state.

When the control unit 62 switches between the third control state and the fourth control state according to the model year of the transport unit 70, for example, the control unit 62 is the first when the model year of the transport unit 70 is a predetermined model year. The third control state and the fourth control state are switched as in the case of the connected state, and when the model year is not predetermined, the third control state and the fourth control state are switched as in the case of the second connected state.

When the control unit 62 switches between the third control state and the fourth control state according to the maximum load capacity of the transport unit 70, for example, when the maximum load capacity of the transport unit 70 is a predetermined maximum load capacity of the control unit 62. , The third control state and the fourth control state are switched as in the case of the first connection state, and when the maximum load capacity is not set in advance, the third control state and the fourth control state are as in the case of the second connection state. To switch between.

When the control unit 62 switches between the third control state and the fourth control state according to the load state on the transport unit 70, for example, when the load state on the transport unit 70 is a predetermined load, the control unit 62 is the first. As in the case of the 1-connected state, the third control state and the fourth control state are switched, and when the load is not a predetermined load, the third control state and the fourth control state are switched as in the case of the second connected state.

When the control unit 62 switches between the third control state and the fourth control state according to the weight of the transport unit 70, for example, when the weight of the transport unit 70 is a predetermined weight, the control unit 62 is in the first connected state. The third control state and the fourth control state are switched as in the case, and when the weight is not a predetermined weight, the third control state and the fourth control state are switched as in the case of the second connected state.

When the control unit 62 switches between the third control state and the fourth control state according to the total weight of the transport unit 70, for example, the control unit 62 is the first when the total weight of the transport unit 70 is a predetermined total weight. The third control state and the fourth control state are switched as in the case of the connected state, and when the total weight is not predetermined, the third control state and the fourth control state are switched as in the case of the second connected state.

Preferably, in the fourth control state, the control unit 62 does not operate the transmission 42 based on at least one of the traveling state and the traveling environment of the human-powered vehicle 10. Preferably, in the fourth control state, the control unit 62 operates the transmission 42 in response to the operation of the operating device for operating the transmission 42. Preferably, in the third control state, the control unit 62 operates the transmission 42 in response to the operation of the operating device for operating the transmission 42.

Preferably, in the third control state, the control unit 62 controls the transmission 42 according to the third parameter P3 regarding at least one of the traveling state and the traveling environment of the human-powered vehicle 10. The third parameter P3 regarding the traveling state of the human-powered vehicle 10 includes, for example, at least one of the human-powered driving force H of the human-powered vehicle 10 and the rotation speed N of the crankshaft 12A. The third parameter P3 regarding the traveling environment of the human-powered vehicle 10 includes, for example, at least one of the road gradient and the traveling resistance of the traveling road. In the third control state, the control unit 62 controls the transmission 42 so that, for example, the third parameter P3 is included in the predetermined range WP3. In the third control state, the control unit 62 controls the transmission 42 so that, for example, the human-powered driving force H is included in a predetermined range. The control unit 62 controls the transmission 42 so that the rotation speed N of the crankshaft 12A is included in a predetermined range, for example, in the third control state. In the third control state, the control unit 62 controls the transmission 42 so that the gear ratio becomes small, for example, when the road gradient is large. For example, in the third control state, the control unit 62 controls the transmission 42 so that the gear ratio becomes small when the traveling resistance is large.

A process of switching between the third control state and the fourth control state will be described with reference to FIG. When power is supplied to the control unit 62, the control unit 62 starts processing and proceeds to step S71 of the flowchart shown in FIG. When the flowchart of FIG. 10 is completed, the control unit 62 repeats the process from step S71 after a predetermined cycle until the power supply is stopped. When power is supplied to the control unit 62, the control unit 62 proceeds to step S71, and when the process of step S72 or step S73 is completed, the process of step S71 until the next power is supplied to the control unit 62. May not be done.

In step S71, the control unit 62 determines whether or not it is in the first connected state. In the case of the first connected state, the control unit 62 shifts to step S72. In step S72, the control unit 62 switches to the third control state and ends the process. In the case of the third control state, the control unit 62 maintains the third control state and ends the process.

In step S71, the control unit 62 shifts to step S73 if it is not in the first connected state. In step S73, the control unit 62 switches to the fourth control state and ends the process. In the case of the fourth control state, the control unit 62 maintains the fourth control state and ends the process.

<Modification example>
The description of the embodiments is an example of possible embodiments of the control device for a manpower driven vehicle according to the present disclosure, and is not intended to limit the embodiments. The control device for a human-powered vehicle according to the present disclosure may take, for example, a modification of the embodiment shown below and a combination of at least two modifications that are consistent with each other. In the following modification, the parts common to the embodiment are designated by the same reference numerals as those in the embodiment, and the description thereof will be omitted.

The control unit 62 of the first embodiment may execute the process of FIG. 10 of the second embodiment.
-In the first embodiment, the control unit 62 may control the motor that does not assist the propulsion of the human-powered vehicle 10 instead of the motor 40 that assists the propulsion of the human-powered vehicle 10. For example, a motor that does not assist the propulsion of the human-powered vehicle 10 includes, for example, a motor used for an electric adjustable seat post.

In the fifth example of controlling the motor 40 according to the connected state of the transport unit 70 of the first embodiment, the first response speed R1 is performed according to at least one of the information regarding the connected state of the transport unit 70 and the transport unit 70. The second response speed R2 may not be changed according to at least one of the information about the connected state of the transport unit 70 and the transport unit 70.

In the fifth example of controlling the motor 40 according to the connected state of the transport unit 70 of the first embodiment, the second response speed R2 is based on at least one of the information regarding the connected state of the transport unit 70 and the transport unit 70. The first response speed R1 may not be changed according to at least one of the information about the connected state of the transport unit 70 and the transport unit 70.

In the second embodiment, the control unit 62 controls the transmission 42 so that the third parameter P3 falls within the predetermined range WP3, and responds to at least one of the information regarding the connected state of the transport unit 70 and the transport unit 70. Therefore, the predetermined range WP3 may be changed. In this modification, the fourth control state is omitted.

In the second embodiment, the control unit 62 controls the transmission 42 so as to have a gear ratio predetermined at the start of traveling of the human-powered vehicle 10, and at least one of the information regarding the connected state of the transport unit 70 and the transport unit 70. Depending on the situation, the predetermined gear ratio may be changed. In this modification, the fourth control state is omitted.

The transport unit 70 may be the towing vehicle 74 shown in FIG. The towing vehicle 74 includes a transport wheel 74A.
The transport unit 70 may be the child seat 76 shown in FIG.

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

10 ... Human-powered vehicle, 12 ... Crank, 14 ... Wheels, 36 ... Driver seating section, 40 ... Motor, 42 ... Transmission, 46 ... First connecting section, 54 ... Connecting state detector, 60 ... Control device, 62 ... control unit, 70 ... transport unit, 70A ... second connecting unit.

Claims (22)

It is a control device for a human-powered vehicle mounted on a human-powered vehicle that can connect a transport unit different from the driver's seating unit.
A control unit for controlling a motor attached to the human-powered vehicle is provided.
The control unit connects a first control state in which the motor is controlled based on the first parameter and a second control state in which the motor is not controlled in the first control state into a connected state of the transport unit and a second control state in which the motor is not controlled. A control device configured to switch according to at least one piece of information about the transport unit. The control device according to claim 1, wherein the first parameter includes a human-powered driving force input to the human-powered vehicle. The control unit
When the transport unit is connected to the human-powered vehicle, it is configured to control the motor in the first control state.
The control device according to claim 1 or 2, wherein the transport unit is configured to control the motor in the second control state when the transport unit is not connected to the human-powered vehicle. It is a control device for a human-powered vehicle mounted on a human-powered vehicle that can connect a transport unit different from the driver's seating unit.
A control unit for controlling a motor attached to the human-powered vehicle is provided.
The control unit
It is configured to control the motor so that the rotation speed of the motor is equal to or lower than a predetermined speed.
A control device configured to change the predetermined speed according to at least one of the connected state of the transport unit and information about the transport unit. The fourth aspect of the present invention, wherein the predetermined speed when the transport unit is connected to the human-powered vehicle is larger than the predetermined speed when the transport unit is not connected to the human-powered vehicle. Control device. It is a control device for a human-powered vehicle mounted on a human-powered vehicle that can connect a transport unit different from the driver's seating unit.
A control unit for controlling a motor attached to the human-powered vehicle is provided.
The control unit
When at least one of the rotation speed of the crank of the human-powered vehicle, the torque of the human-powered driving force input to the human-powered vehicle, and the power of the human-powered driving force input to the human-powered vehicle exceeds a predetermined value. , The motor is configured to be controlled so that the output of the motor does not increase.
A control device configured to change the predetermined value according to at least one of the connected state of the transport unit and information about the transport unit. The sixth aspect of claim 6, wherein the predetermined value when the transport unit is connected to the manpower-driven vehicle is larger than the predetermined value when the transport unit is not connected to the man-powered vehicle. Control device. It is a control device for a human-powered vehicle mounted on a human-powered vehicle that can connect a transport unit different from the driver's seating unit.
A control unit for controlling a motor attached to the human-powered vehicle is provided.
The control unit
The motor is controlled so that the motor is driven when the rotation angle of the crank after the crank of the human-powered vehicle starts to rotate becomes equal to or more than a predetermined angle.
A control device configured to change the predetermined angle according to at least one of the connected state of the transport unit and information about the transport unit. The eighth aspect of the present invention, wherein the predetermined angle when the transport unit is connected to the human-powered vehicle is smaller than the predetermined angle when the transport unit is not connected to the human-powered vehicle. Control device. The motor is configured to be capable of assisting the propulsion of the human-powered vehicle.
The control device according to any one of claims 4 to 9, wherein the control unit controls the motor according to a human-powered driving force input to the human-powered vehicle. It is a control device for a human-powered vehicle mounted on a human-powered vehicle that can connect a transport unit different from the driver's seating unit.
A control unit for controlling a motor attached to the human-powered vehicle is provided.
The control unit
When the first parameter increases, the motor is controlled so that the response speed of the change in the output of the motor to the change in the first parameter becomes the first response speed.
When the first parameter decreases, the motor is controlled so that the response speed becomes the second response speed.
A control device configured to change the first response speed according to the connected state of the transport unit and at least one piece of information about the transport unit. It is a control device for a human-powered vehicle mounted on a human-powered vehicle that can connect a transport unit different from the driver's seating unit.
A control unit for controlling a motor attached to the human-powered vehicle is provided.
The control unit
When the first parameter decreases, the motor is controlled so that the response speed of the change in the output of the motor to the change in the first parameter becomes the second response speed.
A control device configured to change the second response speed according to the connected state of the transport unit and at least one piece of information about the transport unit. The control unit
When the first parameter increases, the motor is controlled so that the response speed becomes the first response speed.
The control device according to claim 12, wherein the first response speed is changed according to at least one of the connected state of the transport unit and information about the transport unit. The second response speed when the transport unit is connected to the human-powered vehicle is smaller than the second response speed when the transport unit is not connected to the human-powered vehicle, claim 12 or 13. The control device according to 13. 11. The first response speed when the transport unit is connected to the human-powered vehicle is larger than the first response speed when the transport unit is not connected to the human-powered vehicle, claim 11 or 13. The control device according to 13. The motor is configured to be capable of assisting the propulsion of the human-powered vehicle.
The control device according to any one of claims 11 to 15, wherein the first parameter includes a human-powered driving force input to the human-powered vehicle. The human-powered vehicle further includes a connection state detection unit that detects the connection state of the transport unit.
The control device according to any one of claims 1 to 16, wherein the control unit controls the motor according to the detection state of the connection state detection unit. It is a control device for a human-powered vehicle mounted on a human-powered vehicle that can connect a transport unit different from the driver's seating unit.
A control unit for controlling a transmission that changes the ratio of the rotation speed of the wheels to the rotation speed of the crank of the human-powered vehicle is provided.
The control unit does not control the transmission in the third control state, which controls the transmission based on at least one of the traveling state and the traveling environment of the human-powered vehicle, and the third control state. 4 A control device configured to switch between a control state and a connected state of the transport unit and at least one piece of information about the transport unit. The human-powered vehicle further includes a connection state detection unit that detects the connection state of the transport unit.
The control device according to claim 18, wherein the control unit switches between the third control state and the fourth control state according to the detection state of the connection state detection unit. Information about the transport unit includes the type of the transport unit, the shape of the transport unit, the size of the transport unit, the model year of the transport unit, the maximum load capacity of the transport unit, the load state on the transport unit, and The control device according to any one of claims 1 to 19, which includes at least one of the weight information of the transport unit. The control device according to claim 20, wherein the weight information of the transport unit includes at least one of the weight of the transport unit and the total weight of the transport unit. The connected state of the transport portion is a connected or unconnected state between the first connected portion of the human-powered vehicle and the second connected portion of the transport portion, and acts between the first connected portion and the second connected portion. The one according to any one of claims 1 to 21, which includes at least one of a load to be applied, switching between a connected mode and a non-connected mode by an operating device, and a relative distance between the human-powered vehicle and the transport unit. Control device.

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