TW202021859A - Control device for human-powered vehicle for assisting rider of human-powered vehicle to be comfortable during riding - Google Patents

Abstract

This invention provides a control device for human-powered vehicle, which may make the human-powered vehicle comfortable for driving. The control device of this invention is a control device for human-powered vehicle that may be mounted on a human-powered vehicle capable of linking with a transport portion different from the rider's riding portion, and is provided with a controller that controls a motor mounted on the human-powered vehicle. The controller may control at least one of the driving conditions of the motor while riding except for the assistance ratio, the response speed of the motor, and the upper limit of the output of the motor according to at least one of the linking status of the transport portion and the information about the transport portion.

Description

Control device for human-powered vehicle

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

There is known a control device for a human-powered vehicle that controls electric components mounted on a human-powered vehicle. The electric component includes a motor installed in a human-powered vehicle. The previous 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. [Prior Technical Literature] [Patent Literature]

[Patent Document 1] Japanese Patent Publication No. 10-511621

[Problems to be solved by the invention]

It is more ideal for a rider driving a human-powered vehicle to drive comfortably. The object of the present invention is to provide a control device for a human-powered vehicle that can help the human-powered vehicle to travel comfortably. [Technical means to solve the problem]

The control device for a human-powered vehicle according to the first aspect of the present invention is mounted on a human-powered vehicle capable of connecting a transport part different from the rider's seat, and is equipped with a motor for controlling the motor installed in the human-powered vehicle A control unit, the control unit controls the driving conditions of the motor during riding, the response speed of the motor, and the output of the motor based on at least one of the connection state of the conveying unit and the information about the conveying unit except the assist ratio At least one of the upper limit values. According to the control device for the human-powered vehicle of the first aspect, it is helpful to change the control mode of the motor installed in the human-powered vehicle based on at least one of the connection state of the conveying section and the information about the conveying section. Comfortable driving in a human-powered vehicle.

The control device for a human-powered vehicle according to the second aspect of the first aspect, wherein the motor can assist the propulsion of the human-powered vehicle, and the control unit controls the motor based on the human-powered driving force input to the human-powered vehicle . According to the control device for the human-powered vehicle of the second aspect, the control mode of the motor that can assist the propulsion of the human-powered vehicle is changed based on at least one of the connection state of the conveying part and the information about the conveying part. Contribute to the comfortable driving of human-powered vehicles.

The control device for a human-powered vehicle according to the third aspect of the second aspect, wherein the control unit is not connected to the human-powered vehicle when the conveying unit is not connected to the human-powered vehicle, when the human-powered driving force becomes equal to or greater than the first threshold When the driving of the motor is started, when the conveying unit is connected to the human-powered vehicle, the driving of the motor is started when the human-powered driving force becomes equal to or greater than a second threshold smaller than the first threshold. According to the control device for a human-powered vehicle of the third aspect described above, when the load of the rider related to the driving of the human-powered vehicle is assumed to increase, the motor starts when the human-powered drive force becomes greater than or equal to the second threshold. drive. Therefore, it can help the human-powered vehicle to travel comfortably.

The control device for a human-powered vehicle according to the fourth aspect of the above-mentioned second or third aspect, wherein the control part is input when the human-powered driving force is input when the conveying part is not connected to the human-powered vehicle The motor is controlled at a first response speed. When the transport unit is connected to the human-powered vehicle, the motor is controlled at a second response speed greater than the first response speed when the human driving force is input. According to the above-mentioned fourth aspect of the control device for a human-powered vehicle, when the load of the rider associated with the driving of the human-powered vehicle becomes larger, the motor is controlled at the second response speed when the human drive force is input. Therefore, it can help the human-powered vehicle to travel comfortably.

The control device for a human-powered vehicle according to a fifth aspect of any one of the first to fourth aspects, wherein the conveying part includes at least one of a child seat, a carrier, and a towed vehicle. The control device for a human-powered vehicle according to the fifth aspect described above can contribute to the comfortable driving of a human-powered vehicle capable of connecting various conveying parts.

A control device for a human-powered vehicle according to a sixth aspect of any one of the first to fifth aspects, wherein the human-powered vehicle further includes a connection state detection unit that detects the connection state of the conveying portion, the control The unit controls the motor according to the detection state of the connection state detection unit. According to the control device for a human-powered vehicle of the sixth aspect described above, since the motor is preferably controlled based on the detection state of the connection state detection unit, it can contribute to the comfortable driving of the human-powered vehicle.

A control device for a human-powered vehicle in the seventh aspect of any one of the first to sixth aspects, wherein the information about the conveying part includes the type of the conveying part, the shape of the conveying part, and the conveying At least one of the size of the part, the age and model of the conveying part, the maximum stacking capacity of the conveying part, the load status of the conveying part, and the weight information of the conveying part. According to the above-mentioned seventh aspect of the control device for a human-powered vehicle, the control aspect of the motor is changed based on various information included in the information about the conveying unit. Therefore, it can help the human-powered vehicle to travel comfortably.

The control device for a human-powered vehicle according to the eighth aspect of the seventh aspect, wherein the weight information of the conveying part includes at least one of the weight of the conveying part and the total weight of the conveying part. The control device for a human-powered vehicle according to the above-mentioned eighth aspect can contribute to the comfortable driving of the human-powered vehicle.

The control device for a human-powered vehicle according to the ninth aspect of any one of the first to eighth aspects, wherein the connection state of the conveying part includes the first connecting part of the human-powered vehicle and the conveying part The connected or unconnected state of the second connecting part, the load acting between the first connecting part and the second connecting part, the switching between the connected mode and the unconnected mode performed by the operating device, and the above-mentioned human-powered vehicle and the above At least one of the relative distances of the conveying part. According to the control device for a human-powered vehicle according to the ninth aspect, the control mode of the motor is changed according to various states included in the connection state of the conveying part. Therefore, it can help the human-powered vehicle to travel comfortably.

The control device for a human-powered vehicle according to the tenth aspect of any one of the first to ninth aspects, wherein the control unit turns the motor when the conveying unit is not connected to the human-powered vehicle The output upper limit value is set to the first output upper limit value. When the conveying unit is connected to the human-powered vehicle, the output upper limit value of the motor is set to the second output upper limit value greater than the first output upper limit value. Output upper limit value. According to the control device for the human-powered vehicle of the above tenth aspect, when the load of the rider related to the driving of the human-powered vehicle becomes larger, the motor output upper limit value is set to the second output upper limit value . Therefore, it can help the human-powered vehicle to travel comfortably.

The control device for a human-powered vehicle of the eleventh aspect of any one of the first to tenth aspects, wherein the human-powered vehicle further includes changing the rotation of the crank of the human-powered vehicle and the relationship between the human-powered vehicle For the transmission of the rotation ratio of the wheel rotation, the control unit controls the transmission based on at least one of the driving state of the human-powered vehicle, the driving environment of the human-powered vehicle, and the auxiliary state regarding the propulsion of the human-powered vehicle, Based on at least one of the connection state of the conveying part and the information about the conveying part, at least one of the speed change conditions for driving the transmission and the rotation ratio when the human-powered vehicle is started is changed. According to the control device for a human-powered vehicle according to the above-mentioned 11th aspect, since at least one of the connection state of the conveying part and the information about the conveying part changes the control mode of the transmission, it can be helpful for the human-powered vehicle. Drive comfortably.

The control device for a human-powered vehicle of the twelfth aspect of the present invention is mounted on a human-powered vehicle that can be connected to a child seat, and is equipped with a human-powered driving force input to the human-powered vehicle to assist the human-powered vehicle A control unit that controls the propulsion motor, and the control unit controls the output ratio of the motor to the human driving force based on at least one of the connection state of the child seat and the information about the child seat. According to the control device for the human-powered vehicle according to the above-mentioned twelfth aspect, the control mode of the motor that assists the propulsion of the human-powered vehicle is changed according to at least one of the connection state of the child seat and the information about the child seat, Therefore, it can contribute to the comfortable driving of the human-powered vehicle.

In the control device for a human-powered vehicle according to the thirteenth aspect of the twelfth aspect, the human-powered vehicle further includes a connection state detection unit that detects the connection state of the child seat, and the control unit detects the connection state based on the connection state The detection state of the part controls the above-mentioned motor. According to the control device for a human-powered vehicle of the above-mentioned thirteenth aspect, since the motor is preferably controlled based on the detection state of the connection state detection unit, it can contribute to the comfortable driving of the human-powered vehicle.

In the control device for a human-powered vehicle of the above-mentioned 13th aspect and the 14th aspect, the control unit is not connected to the human-powered vehicle when the child seat is connected to the human-powered vehicle. Compared with the case of a car, the output ratio of the above motor can be improved. According to the control device for a human-powered vehicle according to the above-mentioned fourteenth aspect, when the load of the rider associated with the driving of the human-powered vehicle becomes larger, the motor is controlled so that the output ratio of the motor becomes higher. Therefore, it can help the human-powered vehicle to travel comfortably.

In the control device for a human-powered vehicle of the 15th aspect of the 13th or 14th aspect, wherein the child seat includes a holding portion for holding a rider in the child seat in the child seat, The connection state detecting section detects the holding state of the holding section, and the control section can improve the motor when the rider is held by the holding section, compared with the case where the rider is not held by the holding section. The output ratio. According to the above-mentioned 15th aspect of the control device for a human-powered vehicle, when it is assumed that the load of the rider related to the driving of the human-powered vehicle increases, the motor is controlled so that the output ratio of the motor becomes higher. Therefore, it can contribute to the comfortable driving of the human-powered vehicle.

In the control device for a human-powered vehicle of any one of the 12th to 15th aspects, the control unit uses the motor when the rider is not in the child seat. The motor is controlled so that the output ratio becomes the first output ratio, and when the rider is riding in the child seat, the output ratio of the motor becomes a second output ratio greater than the first output ratio The way to control the above-mentioned motor. According to the above-mentioned 16th aspect of the control device for a human-powered vehicle, when it is assumed that the load of the rider related to the driving of the human-powered vehicle becomes larger, the motor is controlled so that the output ratio of the motor becomes the second output ratio . Therefore, it can contribute to the comfortable driving of the human-powered vehicle. [Effect of invention]

The control device for a human-powered vehicle according to the present invention can help the human-powered vehicle to travel comfortably.

<The first embodiment> A human-powered vehicle A including a control device 10 for a human-powered vehicle will be described with reference to FIG. 1. Here, a human-powered vehicle refers to a vehicle that uses human power at least in part as the driving force for driving, and includes a vehicle that uses electric power to assist human power. Vehicles that only use motive power other than human power are not included in human-powered vehicles. In particular, vehicles that only use internal combustion engines as motive power are not included in human-powered vehicles. Generally, for human-powered vehicles, small light vehicles are assumed, and vehicles that do not require a license are assumed to be driven on highways. The human-powered vehicle A shown in the figure is a bicycle that includes an electric auxiliary unit E that uses electric energy to assist the propulsion of the human-powered vehicle A. Specifically, the human-powered vehicle A shown in the figure is a city cycle. The human-powered vehicle A further includes a frame A1, a front fork A2, wheels W, a handle H and a transmission system B. Wheel W includes front wheel WF and rear wheel WR.

The transmission system B is, for example, a chain transmission type. Transmission system B includes crank C, front sprocket D1, rear sprocket D2 and chain D3. The crank C includes a crank shaft C1, which is rotatably supported by the frame A1, and a pair of crank arms C2, which are provided at each of the two ends of the crank shaft C1. A pedal PD is rotatably attached to the front end of each crank arm C2. Transmission system B can be selected from any type, and can also be belt drive or shaft drive.

The front sprocket D1 is provided on the crank C so as to rotate integrally with the crank shaft C1. The rear sprocket D2 is arranged on the wheel shell HR of the rear wheel WR. The chain D3 is wound on the front sprocket D1 and the rear sprocket D2. The human driving force applied to the pedal PD by the rider driving the human driven vehicle A is transmitted to the rear wheel WR via the front sprocket D1, the chain D3, and the rear sprocket D2.

The human-powered vehicle A further includes an electric component CE. The electric component CE is configured to electrically operate according to at least one of the input to the operating device mounted on the human-powered vehicle A and the conditions different from the input to the operating device. The expression "at least one" used in this manual means "more than one" of the desired options. As an example, the expression "at least one" used in this manual means "only one option" or "both of two options" if the number of options is two. As another example, the expression "at least one" used in this specification means "only one option" or "a combination of two or more options" if the number of options is three or more. The electric component CE is operated by the electric power supplied from the battery BT mounted on the human-powered vehicle A or the electric power supplied from the dedicated power supply mounted on each electric component CE. In one example, the electric component CE includes at least one of an electric auxiliary unit E, a transmission T, a suspension SU, an adjustable seatpost ASP and a braking device BD. The elements of the electric auxiliary unit E, the transmission T, the suspension SU, the adjustable seat tube ASP, and the brake device BD that are not included in the electric component CE can be configured to operate mechanically according to the input to the operating device, or it can be operated manually Drive car A is omitted.

The electric auxiliary unit E acts in a manner of assisting the propulsion of the human-powered vehicle A. The electric assist unit E operates according to the human driving force input to the pedal PD of the human-powered vehicle A, for example. The human driving force is represented by at least one of the torque imparted to the crank C, the rotational speed of the crank C, and the product of the torque of the crank C and the rotational speed of the crank C, that is, the power of the crank C. The electric auxiliary unit E includes a motor M1. The motor M1 is connected to the crank C via a speed reduction mechanism, for example. The motor M1 can assist the propulsion of the human-powered vehicle A.

The human-powered vehicle A further includes a transmission T that changes the rotation ratio of the rotation of the crank C of the human-powered vehicle A and the rotation of the wheels W of the human-powered vehicle A. The transmission T includes an external transmission. In one example, the transmission T includes at least one of a front transmission TF and a rear transmission TR. The front derailleur TF is provided near the front sprocket D1. Along with the driving of the front derailleur TF, the sprocket D1 is changed before the chain D3 is wound, and the rotation ratio of the human-powered vehicle A is changed. The rotation ratio of the human-powered vehicle A is specified based on the relationship between the number of teeth of the front sprocket D1 and the number of teeth of the rear sprocket D2. In one example, the rotation ratio of the human-powered vehicle A is defined by the ratio of the number of teeth of the front sprocket D1 to the number of teeth of the rear sprocket D2. In other words, the rotation ratio of the human-powered vehicle A is defined by the ratio of the rotation speed of the rear sprocket D2 to the rotation speed of the front sprocket D1. The rear derailleur TR is provided at the rear end A3 of the frame A1. With the driving of the rear transmission TR, the sprocket D2 is changed after the chain D3 is wound, and the rotation ratio of the human-powered vehicle A is changed. When the transmission T is included in the electric component CE, the transmission T includes a motor M2 (refer to FIG. 3). In one example, the transmission T includes at least one of a motor M2 related to the driving of the front transmission TF and a motor M2 related to the driving of the rear transmission TR. The transmission T may also include a built-in transmission or a stepless transmission instead of an external transmission.

The suspension SU includes at least one of the front suspension SF and the rear suspension. The front suspension SF acts in a way to ease the impact of the front wheel WF from the ground. The rear suspension is operated in a manner of alleviating the impact received by the rear wheel WR from the ground. When the suspension SU is included in the electric component CE, the suspension SU includes the motor M3 (refer to FIG. 3). In one example, the suspension SU includes at least one of a motor M3 related to the driving of the front suspension SF and a motor M3 related to the driving of the rear suspension.

The adjustable seat tube ASP operates by changing the height of the rider's seat SD. The rider seating part SD includes a saddle that a rider who drives the human-powered vehicle A can ride. In one example, with the driving of the adjustable seat tube ASP, the height of the rider's seating portion SD relative to the frame A1 is changed. When the adjustable seat tube ASP is included in the electric component CE, the adjustable seat tube ASP includes a motor M4 (refer to FIG. 3).

The brake device BD includes the brake device BD corresponding to the number of wheels W. In this embodiment, a brake device BD corresponding to the front wheels WF and a brake device BD corresponding to the rear wheels WR are provided in the human-powered vehicle A. The two brake devices BD have the same structure. The brake device BD is, for example, a rim brake device that brakes the rim R of the human-powered vehicle A. When the brake device BD is included in the electric component CE, the brake device BD includes a motor M5 (refer to FIG. 3). In one example, the braking device BD includes at least one of a motor M5 related to the driving of the braking device BD corresponding to the front wheel WF and a motor M5 related to the driving of the braking device BD corresponding to the rear wheel WR. The brake device BD may also be a disc brake device that brakes the disc brake rotor mounted on the human-powered vehicle A.

As shown in FIG. 2, the human-powered vehicle A is configured to be able to connect a conveyance part TP that is different from the rider-mounted part SD. The transfer part TP is configured to be able to stack at least one of people and cargo. The transport part TP is connected to the human-powered vehicle A so as to move along with the traveling of the human-powered vehicle A. In one example, the first connecting portion CL1 of the human-powered vehicle A and the second connecting portion CL2 of the conveying portion TP are connected to each other. The conveyance part TP may be connected to the human-powered vehicle A in a removable manner, or may be connected to the human-powered vehicle A in a removable manner. The transport part TP includes at least one of the child seat CS (refer to FIG. 14), the carrier CR, and the towed vehicle TT. In this embodiment, the human-powered vehicle A is configured to be able to connect at least one of the carrier CR and the towed vehicle TT.

The carrier CR is configured to be able to stack cargo. The maximum load capacity of the stage CR is stipulated based on the Road Traffic Law. The stage CR is connected to the frame A1 of the human-powered vehicle A in a manner of being arranged on the rear wheel WR of the human-powered vehicle A, for example. In the example shown in FIG. 2, the second connecting portion CL2 of the stage CR is connected to the rear end A3 and the seat stay A4 in the frame A1. In this case, the rear end A3 and the seat stay A4 correspond to the first connection part CL1, and the part connected to the frame A1 in the stage CR corresponds to the second connection part CL2. The carrier CR can also be arranged on the front wheel WF of the human-powered vehicle A and connected to the frame A1 of the human-powered vehicle A.

The towed vehicle TT is configured to be capable of stacking at least one of people and cargo. The maximum stacking capacity of the towed vehicle TT is specified based on the specifications of the towed vehicle TT. The towed vehicle TT is connected to the human-powered vehicle A so as to be arranged behind the human-powered vehicle A, for example. At least one of the towed vehicle TT connected to the adjustable seat tube ASP, the part of the frame A1 that supports the adjustable seat tube ASP, the seat stay A4, the carrier CR, and the wheel housing shaft that constitutes the wheel housing HR of the rear wheel WR 1 piece.

The towed vehicle TT includes a main body TT1, wheels TT2, a connecting portion TT3, and a connecting portion TT4. The main body TT1 is configured to be able to stack at least one of people and cargo. The wheel TT2 is provided on the body TT1. Preferably, the number of wheels TT2 is 2 or more. The connecting portion TT3 is configured to connect the main body TT1 and the connecting portion TT4 to each other. The connecting portion TT3 may be integrally formed with at least one of the main body TT1 and the connecting portion TT4, or may be formed separately from the main body TT1 and the connecting portion TT4. The connecting portion TT3 may be configured to be able to stack cargo. The connecting portion TT4 extends from the connecting portion TT3, and is connected to the human-powered vehicle A, for example. In the example shown in FIG. 2, the connecting portion TT4 of the towed vehicle TT is connected to the part of the frame A1 that supports the adjustable seat tube ASP. In this case, the portion supporting the adjustable seat tube ASP in the frame A1 corresponds to the first connecting portion CL1, and the connecting portion TT4 of the towed vehicle TT corresponds to the second connecting portion CL2. The towed vehicle TT can also be connected to the human-powered vehicle A in a manner of being arranged in front of or on the side of the human-powered vehicle A. The towed vehicle TT may also be configured by omitting the connecting portion TT3.

The structure of the control device 10 for a human-powered vehicle will be described with reference to FIG. 3. The human-powered vehicle A further includes a control system 1. The control system 1 includes a control device 10 for a human-powered vehicle. The control device 10 for a human-powered vehicle is mounted on a human-powered vehicle A capable of connecting a transport part TP that is different from the rider's seat SD. Hereinafter, the control device 10 for a human-powered vehicle is simply referred to as the control device 10. The control device 10 is housed in the housing E1 of the electric assist unit E (refer to FIG. 1), for example. The control device 10 operates by electric power supplied from the battery BT.

The control device 10 includes a control unit 12 that controls the motor M installed in the human-powered vehicle A. The control unit 12 is a CPU (Central Processing Unit, Central Processing Unit) or MPU (Micro Processing Unit, Micro Processing Unit). The motor M includes, for example, an electric motor. The motor M includes at least one of the motor M1, the motor M2, the motor M3, the motor M4, and the motor M5. In this embodiment, the motor M includes at least a motor M1. In one example, the control unit 12 controls the motor M1 according to the human driving force input to the human-powered vehicle A. The control device 10 is further provided with a storage unit 14 for storing various information. The memory portion 14 includes non-volatile memory and volatile memory. The storage unit 14 stores, for example, various programs used for control and preset information.

The control unit 12 controls the driving conditions of the motor M during riding, the response speed of the motor M, and the upper limit value of the output of the motor M based on at least one of the connection state of the conveying unit TP and the information about the conveying unit TP. At least one of the VPs. The driving condition of the motor M when riding is the driving condition of the motor M when the rider is riding in the human-powered vehicle A. The driving condition of the motor M during riding includes, for example, the driving condition of the motor M that affects the load of the rider when the rider driving the human-driven vehicle A starts to pedal the pedal PD. In one example, the driving conditions of the motor M during riding include the conditions for starting the assist of the human-powered vehicle A, the gear shifting conditions related to the driving of the transmission T, and the conditions related to the rotation ratio of the human-powered vehicle A when starting At least one of them. The driving conditions of the motor M during riding do not include conditions related to the assist ratio, which is the output ratio of the motor M1 to the human driving force. The response speed of the motor M is relative to the input to the human-powered vehicle A, and the speed at which the output of the motor M reaches the preset value. The upper limit value VP of the output of the motor M is the maximum output of the motor M. The maximum output of the motor M is different from the maximum output based on the performance of the motor M.

The connection state of the conveying portion TP includes the connection or non-connection state of the first connection portion CL1 of the human-powered vehicle A and the second connection portion CL2 of the conveying portion TP, which acts between the first connection portion CL1 and the second connection portion CL2. At least one of the load, the switching between the connected mode and the non-connected mode performed by the operating device OD, and the relative distance between the human-powered vehicle A and the transport part TP. The connection or non-connection state of the first connection part CL1 and the second connection part CL2 determines whether the human-powered vehicle A is connected to the conveying part TP. The load acting between the first connecting portion CL1 and the second connecting portion CL2 includes the load acting on at least one of the first connecting portion CL1 and the second connecting portion CL2. When the load acting between the first connecting portion CL1 and the second connecting portion CL2 is a specific load or more, the state where the first connecting portion CL1 and the second connecting portion CL2 are connected is shown. When the load acting between the first connecting portion CL1 and the second connecting portion CL2 does not reach the specific load, it indicates a state where the first connecting portion CL1 and the second connecting portion CL2 are not connected. The operating device OD includes an operating device that can be mounted on the human-powered vehicle A. The operating device OD includes, for example, a cycle computer SC (see FIG. 1). The connection mode indicates a state where the first connection part CL1 and the second connection part CL2 are connected. The non-connected mode indicates a state where the first connecting portion CL1 and the second connecting portion CL2 are not connected. When the relative distance between the human-powered vehicle A and the conveying part TP does not reach a certain distance, it means that the first connecting part CL1 and the second connecting part CL2 are connected. When the relative distance between the human-powered vehicle A and the conveying part TP is greater than or equal to a certain distance, it means that the first connecting part CL1 and the second connecting part CL2 are not connected.

Information about the conveying unit TP includes the type of the conveying unit TP, the shape of the conveying unit TP, the size of the conveying unit TP, the age and model of the conveying unit TP, the maximum stacking capacity of the conveying unit TP, the load status of the conveying unit TP, and the transport At least one of the weight information of TP. The state of the load on the conveying part TP includes the load acting on the conveying part TP when at least one of people and goods is stacked on the conveying part TP. The weight information of the conveying part TP includes at least one of the weight of the conveying part TP and the total weight of the conveying part TP. The total weight of the conveying part TP is the total of the weight of the conveying part TP and the weight of people and goods stacked in the conveying part TP. The weights of persons and goods stacked on the conveying part TP are substantially the same as the weights acting on the conveying part TP when at least one of people and goods are stacked on the conveying part TP.

As shown in FIG. 4, the control unit 12 starts the driving of the motor M1 when the human driving force becomes the threshold value TH or more. Specifically, the control unit 12 starts the driving of the motor M1 when the human driving force has changed from a state in which the human driving force has not reached the threshold value TH to a state in which the threshold value TH is or higher. The control unit 12 controls the motor M1 in such a way that the output of the motor M1 increases in proportion to the increase in the human driving force. Hereinafter, the output of the motor M1 is referred to as motor output. The motor output is the output of the motor M1 through the deceleration mechanism. The motor output is expressed in the same unit as the human driving force, for example. In one example, the motor output is represented by at least one of the torque of the motor M1, the rotation speed of the motor M1, and the product of the torque of the motor M1 and the rotation speed of the motor M1, that is, the power of the motor M1. The control unit 12 controls the motor M1 so that the motor output maintains the output upper limit value VP when the human driving force becomes equal to or greater than the first specific threshold value TA. The first specific threshold TA is greater than the threshold TH. The control unit 12 controls the motor M1 such that the ratio of the human driving force to the motor output becomes a specific ratio when the human driving force is included in the threshold value TH or more and not reaching the range of the first specific threshold TA, for example. The relationship between the human driving force and the motor output is based on the relationship between the speed of the human driven vehicle A and the road traffic law.

As shown in FIG. 5, the threshold TH includes a first threshold TH1 and a second threshold TH2 that is different from the first threshold TH1. When the first specific condition is satisfied, the control unit 12 starts driving the motor M1 when the human driving force becomes equal to or greater than the first threshold TH1. The control unit 12 determines that the first specific condition is satisfied, for example, when at least one of the first to twelfth conditions is satisfied.

The control unit 12 determines that the first condition is satisfied when the first connecting portion CL1 of the human-powered vehicle A and the second connecting portion CL2 of the conveying portion TP are not connected. The control unit 12 determines that the second condition is satisfied when the load acting between the first connecting portion CL1 and the second connecting portion CL2 does not reach the specific load. The control unit 12 determines that the third condition is satisfied when switching from the connected mode to the non-connected mode by the operation of the operating device OD. The control unit 12 determines that the fourth condition is satisfied when the relative distance between the human-powered vehicle A and the conveying unit TP is greater than or equal to the specific distance.

The control unit 12 determines that the fifth condition is satisfied when the type of the transport unit TP is the first type. The first type indicates, for example, the type of the transport portion TP that applies a load that does not reach the first load to a rider driving the human-powered vehicle A. The control unit 12 determines that the sixth condition is satisfied when the shape of the conveying unit TP is the first shape. The first shape represents, for example, the shape of the transport portion TP that applies a load that does not reach the second load to the rider. The control unit 12 determines that the seventh condition is satisfied when the size of the transport unit TP does not reach the specific size. The control unit 12 determines that the eighth condition is satisfied when the model number of the transport unit TP is the model of the first generation. The first generation model indicates, for example, the generation model of the transport section TP manufactured after a certain period. The control unit 12 determines that the ninth condition is satisfied when the maximum stacking capacity of the conveying unit TP has not reached the specific maximum stacking capacity. The control unit 12 determines that the tenth condition is satisfied when the load state of the conveyance section TP is the first load state. The first load-bearing state means, for example, a state in which the load on the conveying section TP is small by persons and goods stacked on the conveying section TP. When the weight of the conveyance part TP does not reach a specific weight, the control part 12 determines that the 11th condition is satisfied. The control unit 12 determines that the 12th condition is satisfied when the total weight of the conveying unit TP has not reached the specific total weight. The graph shown by the solid line in FIG. 5 shows an example of the relationship between the human driving force and the motor output when the first specific condition is satisfied.

When the second specific condition is satisfied, the control unit 12 starts driving the motor M1 when the human driving force becomes equal to or greater than the second threshold TH2. The second threshold TH2 is smaller than the first threshold TH1. In this case, the timing of starting the drive of the motor M1 based on the establishment of the second specific condition is earlier than the timing of starting the drive of the motor M1 based on the establishment of the first specific condition. The control unit 12 determines that the second specific condition is satisfied, for example, when at least one of the 13th to 24th conditions is satisfied.

The control unit 12 determines that the 13th condition is satisfied when the first connecting portion CL1 of the human-powered vehicle A is connected to the second connecting portion CL2 of the conveying portion TP. The control unit 12 determines that the 14th condition is satisfied when the load acting between the first connecting portion CL1 and the second connecting portion CL2 is a specific load or more. When the control unit 12 switches from the non-connected mode to the connected mode by the operation of the operating device OD, it determines that the 15th condition is satisfied. The control unit 12 determines that the 16th condition is satisfied when the relative distance between the human-powered vehicle A and the transport unit TP does not reach a certain distance.

The control unit 12 determines that the 17th condition is satisfied when the type of the transport unit TP is the second type. The second type indicates, for example, the type of the transport portion TP that applies a load greater than the first load to a rider driving the human-powered vehicle A. The control unit 12 determines that the 18th condition is satisfied when the shape of the conveying unit TP is the second shape. The second shape represents, for example, the shape of the transport portion TP that applies a load greater than the second load to the rider. The control unit 12 determines that the 19th condition is satisfied when the size of the transport unit TP is greater than or equal to the specific size. The control unit 12 determines that the 20th condition is satisfied when the model number of the transport unit TP is the model of the second generation. The second-generation model represents, for example, the model of the age of the transport part TP manufactured before a specific age. The control unit 12 determines that the 21st condition is satisfied when the maximum stacking capacity of the conveying unit TP is greater than or equal to the specific maximum stacking capacity. The control unit 12 determines that the 22nd condition is satisfied when the load state of the conveyance section TP is the second load state. The second load-bearing state means, for example, a state in which the load on the conveying portion TP by persons, goods, etc. stacked on the conveying portion TP is greater than the first load-bearing state. The control unit 12 determines that the 23rd condition is satisfied when the weight of the conveying unit TP is greater than or equal to the specific weight. The control unit 12 determines that the 24th condition is satisfied when the total weight of the transport unit TP is greater than or equal to the specific total weight. The graph shown by the two-dot chain line in Fig. 5 shows an example of the relationship between the human driving force and the motor output when the second specific condition is satisfied.

In this embodiment, the control unit 12 determines that the first specific condition is established based on the establishment of at least one of the first to fourth conditions, and based on the establishment of at least one of the 13th to 16th conditions , It is determined that the second specific condition is established. In one example, when the conveying part TP is not connected to the human-powered vehicle A, the control unit 12 starts to drive the motor M1 when the human-powered driving force becomes greater than the first threshold TH1, and is connected to the human-powered vehicle at the conveying part TP In the case of A, the driving of the motor M1 starts when the human driving force becomes greater than the second threshold TH2 which is less than the first threshold TH1. In this embodiment, the control unit 12 controls the motor M1 in such a way that the response speed of the motor M1 becomes constant when any one of the first specific condition and the second specific condition is established. The control unit 12 may also change in proportion to at least one of the load acting between the first connecting portion CL1 and the second connecting portion CL2, the load on the conveying portion TP, and the weight information of the conveying portion TP. Control at least one of the driving conditions of the motor M during riding, the response speed of the motor M, and the upper limit VP of the output of the motor M.

As shown in FIG. 2, the human-powered vehicle A further includes a connection state detection unit 16 that detects the connection state of the transport portion TP. The connection state detection unit 16 is provided in at least one of the human-powered vehicle A and the transport unit TP. In one example, the connection state detection unit 16 is provided in the first connection unit CL1 of the human-powered vehicle A. The connection state detection unit 16 outputs various detected information to the control unit 12, for example. The control unit 12 controls the motor M based on the detection state of the connection state detection unit 16.

The connection state detection unit 16 includes at least one of a touch sensor, a first load sensor, a first communication unit capable of wireless communication, and a first reading sensor. The touch sensor is configured to be able to detect the contact between the human-powered vehicle A and the conveying part TP. The first load sensor is configured to be able to detect the load acting between the first connecting portion CL1 and the second connecting portion CL2. 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, the first communication unit is provided in one of the human-powered vehicle A and the transport unit TP, and the second communication unit is provided in the other of the human-powered vehicle A and the transport unit TP. In this example, when the relative distance between the human-powered vehicle A and the conveying unit TP does not reach a certain distance, the communication between the first communication unit and the second communication unit is performed. 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 A and the transport part TP is provided with a first reading sensor, and the other of the human-powered vehicle A and the transport part TP is provided with at least one of a barcode and a QR code One. The connection state detection unit 16 may also include a camera.

The human-powered vehicle A further includes a transport information detection unit 18 that detects information about the transport unit TP. The conveying information detection unit 18 is provided in at least one of the human-powered vehicle A and the conveying unit TP. In one example, the conveying information detecting unit 18 is provided at the first connecting portion CL1 of the human-powered vehicle A. The conveyance information detection unit 18 outputs various detected information to the control unit 12, for example. The control unit 12 controls the motor M based on the detection result of the conveying information detection unit 18.

The conveying information detection unit 18 includes 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 conveying part TP. The weight sensor is configured to be able to detect at least one of the weight of the conveying part TP and the weight of people and goods stacked on the conveying part TP. In one example, the total weight of the conveying part TP is calculated by calculating the sum of the weight of the conveying part TP and the weight of people and goods stacked on the conveying part TP. 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 in one of the human-powered vehicle A and the transport unit TP, and a fourth communication unit is provided in the other of the human-powered vehicle A and the transport unit TP. The third communication unit communicates with the fourth communication unit to obtain information about the transport unit TP. The first communication unit and the third communication unit may be a 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, a second reading sensor is provided in one of the human-powered vehicle A and the transport part TP, and at least one of a barcode and a QR code is provided in the other of the human-powered vehicle A and the transport part TP One. The second reading sensor reads at least one of a bar code and a two-dimensional code to obtain information about the conveying part TP. The first reading sensor and the second reading sensor may also be a common reading sensor.

At least one of the connection state detection unit 16 and the conveyance information detection unit 18 is included in the control system 1. In other words, the control system 1 includes at least one of the connection state detection unit 16 and the conveyance information detection unit 18. When the control system 1 uses elements different from the connection state detection unit 16 and the transport information detection unit 18 to acquire at least one of the connection state of the transport unit TP and the information about the transport unit TP, the connection state detection unit can also be omitted At least one of 16 and the transport information detection unit 18. Elements different from the connection state detection unit 16 and the transport information detection unit 18 include, for example, information about the operation of the operating device OD.

An example of the control executed by the control device 10 will be described with reference to FIG. 6. The control unit 12 acquires various information in step S11. Specifically, the control unit 12 acquires at least one of the connection state of the transport unit TP and the information about the transport unit TP from at least one of the connection state detection unit 16, the transport information detection unit 18, and the operating device OD. In one example, the control unit 12 acquires information related to the presence or absence of the connection between the human-powered vehicle A and the transport unit TP from the connection state detection unit 16. In step S12, the control unit 12 determines whether the first specific condition is satisfied. When the control unit 12 determines that the first specific condition is satisfied in step S12, it proceeds to the process of step S13.

In step S13, the control unit 12 determines whether the human driving force is equal to or greater than the first threshold TH1. When the control unit 12 determines in step S13 that the human driving force has not reached the first threshold value TH1, it returns the process to step S11. The control unit 12 may repeat the process of step S13 when it is determined in step S13 that the human driving force has not reached the first threshold value TH1. When the control unit 12 determines in step S13 that the human driving force is equal to or greater than the first threshold value TH1, it proceeds to the process of step S14. The control unit 12 starts to drive the motor M1 in step S14.

When it is determined in step S12 that the first specific condition is not satisfied, the control unit 12 proceeds to the process of step S15. In step S15, the control unit 12 determines whether the second specific condition is satisfied. When the control unit 12 determines in step S15 that the second specific condition is not satisfied, it returns the process to step S11. When it is determined in step S15 that the second specific condition is satisfied, the control unit 12 proceeds to the process of step S16.

In step S16, the control unit 12 determines whether or not the human power driving force is greater than or equal to the second threshold value TH2. When the control unit 12 determines in step S16 that the human driving force has not reached the second threshold value TH2, it returns the process to step S11. The control unit 12 may repeat the process of step S16 when it is determined in step S16 that the human driving force has not reached the second threshold value TH2. When the control unit 12 determines in step S16 that the human driving force is equal to or greater than the second threshold value TH2, it proceeds to the process of step S17. The control unit 12 starts to drive the motor M1 in step S17.

Through the above processing, the processing of step S11 to step S17 is ended. The control unit 12 can execute the processing of steps S11 to S17 repeatedly during the driving of the human-powered vehicle A, or execute the processing of steps S11 to S17 at the timing when the human-powered vehicle A is started.

<The second embodiment> The control device 10 of the second embodiment will be described with reference to Figs. 7 and 8. The components common to the first embodiment are denoted by the same reference numerals as in the first embodiment, and repeated descriptions are omitted.

FIG. 7 shows an example of the relationship between motor output and time in a state where a human driving force equal to or greater than the first specific threshold TA is input to the pedal PD. The response speed of the motor M1 includes a first response speed and a second response speed that is different from the first response speed. When the first specific condition is satisfied, the control unit 12 controls the motor M1 at the first response speed when the human driving force is input. In one example, when the first specific condition is satisfied, the control unit 12 controls the motor so that the motor output becomes the output upper limit value VP when the human driving force above the first specific threshold TA is input to the pedal PD. M1. The slope of the graph shown by the solid line in FIG. 7 represents an example of the first response speed.

When the second specific condition is satisfied, the control unit 12 controls the motor M1 at the second response speed when the human driving force is input. The second response speed is greater than the first response speed. In one example, when the second specific condition is satisfied, when the control unit 12 inputs a human driving force above the first specific threshold TA to the pedal PD, it controls such that the motor output becomes the output upper limit VP at time t1 Motor M1. The time required to time t1 is shorter than the time required to time t2. The slope of the graph shown by the two-dot chain line in Fig. 7 represents an example of the second response speed.

In the present embodiment, the control unit 12 determines that the first specific condition is established based on the establishment of at least one of the first to fourth conditions, and based on the establishment of at least one of the 13th to 16th conditions, It is determined that the second specific condition is satisfied. In one example, when the conveying part TP is not connected to the human-powered vehicle A, the control unit 12 controls the motor M1 at the first response speed when the human driving force is input, and is connected to the human-powered vehicle A in the conveying part TP When the human driving force is input, the motor M1 is controlled at a second response speed greater than the first response speed.

An example of control executed by the control device 10 will be described with reference to FIG. 8. The control unit 12 acquires various information in step S21. Specifically, the control unit 12 acquires at least one of the connection state of the transport unit TP and the information about the transport unit TP from at least one of the connection state detection unit 16, the transport information detection unit 18, and the operating device OD. In one example, the control unit 12 acquires information related to the presence or absence of the connection between the human-powered vehicle A and the transport unit TP from the connection state detection unit 16. In step S22, the control unit 12 determines whether the first specific condition is satisfied. When it is determined in step S22 that the first specific condition is satisfied, the control unit 12 proceeds to the process of step S23. The control unit 12 controls the motor M1 at the first response speed in step S23.

When it is determined in step S22 that the first specific condition is not satisfied, the control unit 12 proceeds to the process of step S24. In step S24, the control unit 12 determines whether the second specific condition is satisfied. When the control unit 12 determines in step S24 that the second specific condition is not satisfied, it returns the process to step S21. When it is determined in step S24 that the second specific condition is satisfied, the control unit 12 proceeds to the process of step S25. The control unit 12 controls the motor M1 at the second response speed in step S25.

Through the above processing, the processing of step S21 to step S25 is ended. The control unit 12 may repeatedly execute the processing of step S21 to step S25 during the driving of the human-powered vehicle A, or execute the processing of step S21 to step S25 at the timing when the human-powered vehicle A is started. The control unit 12 can also execute the processing of step S11 to step S17 shown in FIG. 6 in parallel.

<The third embodiment> 9 and 10, the control device 10 of the third embodiment will be described. The components common to the first embodiment are denoted by the same reference numerals as in the first embodiment, and repeated descriptions are omitted.

As shown in FIG. 9, the output upper limit value VP includes a first output upper limit value VP1 and a second output upper limit value VP2 that is different from the first output upper limit value VP1. When the first specific condition is satisfied, the control unit 12 sets the output upper limit value VP of the motor M1 to the first output upper limit value VP1. In one example, the control unit 12 controls the motor M1 such that the motor output maintains the first output upper limit value VP1 when the human driving force becomes equal to or greater than the first specific threshold TA when the first specific condition is satisfied. The graph shown by the solid line in FIG. 9 shows an example of the relationship between the human driving force and the motor output when the first specific condition is satisfied.

When the second specific condition is satisfied, the control unit 12 sets the output upper limit value VP of the motor M1 to the second output upper limit value VP2. The second output upper limit value VP2 is greater than the first output upper limit value VP1. In one example, when the second specific condition is satisfied, the control unit 12 controls the motor M1 so that the motor output maintains the second output upper limit VP2 when the human driving force becomes equal to or greater than the second specific threshold TB. The second specific threshold TB is greater than the first specific threshold TA. The second specific threshold TB may be the same as the first specific threshold TA, or may be smaller than the first specific threshold TA. The graph shown by the two-dot chain line in Fig. 9 shows an example of the relationship between the human driving force and the motor output when the second specific condition is satisfied.

In this embodiment, the control unit 12 determines that the first specific condition is established based on the establishment of at least one of the first to fourth conditions, and based on the establishment of at least one of the 13th to 16th conditions , It is determined that the second specific condition is established. In one example, the control unit 12 sets the output upper limit value VP of the motor M1 to the first output upper limit value VP1 when the transport unit TP is not connected to the human-powered vehicle A, and connects the transport unit TP to the manual drive In the case of car A, the output upper limit value VP of the motor M1 is set to be greater than the second output upper limit value VP2 of the first output upper limit value VP1.

An example of control executed by the control device 10 will be described with reference to FIG. 10. The control unit 12 acquires various information in step S31. Specifically, the control unit 12 acquires at least one of the connection state of the transport unit TP and the information about the transport unit TP from at least one of the connection state detection unit 16, the transport information detection unit 18, and the operating device OD. In one example, the control unit 12 acquires information related to the presence or absence of the connection between the human-powered vehicle A and the transport unit TP from the connection state detection unit 16. In step S32, the control unit 12 determines whether the first specific condition is satisfied. When it is determined in step S32 that the first specific condition is satisfied, the control unit 12 proceeds to the process of step S33. In step S33, the control unit 12 sets the output upper limit value VP of the motor M1 to the first output upper limit value VP1.

When it is determined in step S32 that the first specific condition is not satisfied, the control unit 12 proceeds to the process of step S34. In step S34, the control unit 12 determines whether the second specific condition is satisfied. When the control unit 12 determines in step S34 that the second specific condition is not satisfied, it returns the process to step S31. When it is determined in step S34 that the second specific condition is satisfied, the control unit 12 proceeds to the process of step S35. In step S35, the control unit 12 sets the output upper limit value VP of the motor M1 to the second output upper limit value VP2.

Through the above processing, the processing of step S31 to step S35 is ended. The control unit 12 may repeatedly execute the processing of steps S31 to S35 during the driving of the human-powered vehicle A, or execute the processing of steps S31 to S35 at the timing when the human-powered vehicle A is started. The control unit 12 may also execute at least one of the processing from step S11 to step S17 shown in FIG. 6 and the processing from step S21 to step S25 shown in FIG. 8 in parallel.

<The fourth embodiment> The control device 10 of the fourth embodiment will be described with reference to Figs. 11 and 12. The components common to the first embodiment are denoted by the same reference numerals as in the first embodiment, and repeated descriptions are omitted.

The control unit 12 automatically controls the transmission T of the human-powered vehicle A according to the transmission conditions. The control unit 12 controls the motor M installed in the human-powered vehicle A. In this embodiment, the motor M includes at least a motor M2. In one example, the control unit 12 controls the transmission T according to at least one of the driving state of the human-powered vehicle A, the driving environment of the human-powered vehicle A, and the auxiliary state related to the propulsion of the human-powered vehicle A. The driving state of the human-powered vehicle A includes at least one of the cadence, torque, vehicle speed, acceleration, and power acting on the crank C of the human-powered vehicle A. The pace signal has the same meaning as the rotation speed of crank C. The power is the product of the step signal and the torque. The driving environment of the human-powered vehicle A includes at least one of the state of the road surface, the driving resistance of the human-powered vehicle A, weather, and temperature. The assist state includes at least one of the assist ratio of the human-powered vehicle A, the conditions for starting the assist of the human-powered vehicle A, the response speed of the motor M1, and the output upper limit VP of the motor M1. The information used in the automatic control of the transmission T is detected by, for example, various sensors mounted on the human-powered vehicle A.

As shown in FIG. 11, the gear shift conditions are defined based on the reference value RV and the gear shift threshold TS. The reference value RV includes, for example, a value related to the driving state of the human-powered vehicle A. In one example, the reference value RV includes a pace signal. The shift threshold TS includes a first shift threshold TS1 and a second shift threshold TS2. The control unit 12 controls the transmission T so that the rotation ratio of the human-powered vehicle A becomes larger based on the relationship between the reference value RV and the first shift threshold TS1, and drives it by human power based on the relationship between the reference value RV and the second shift threshold TS2 The transmission T is controlled so that the rotation ratio of the car A becomes smaller. The first shift threshold TS1 and the second shift threshold TS2 are different. In this embodiment, the first shift threshold TS1 is greater than the second shift threshold TS2.

In one example, when the reference value RV is greater than the first shift threshold TS1, the control unit 12 controls the transmission T such that the rotation ratio of the human-powered vehicle A becomes larger, and when the reference value RV is lower than the second shift threshold TS2, The transmission T is controlled in such a way that the rotation ratio of the human-powered vehicle A becomes smaller. When the rotation ratio of the human-powered vehicle A is the maximum rotation ratio, the control unit 12 does not control the transmission T so as to maintain the rotation ratio of the human-powered vehicle A even if the reference value RV is greater than the first shift threshold TS1. The maximum rotation ratio is the maximum rotation ratio based on the relationship between the front sprocket D1 and the rear sprocket D2. When the rotation ratio of the human-powered vehicle A is the minimum rotation ratio, the control unit 12 maintains the rotation ratio of the human-powered vehicle A and does not control the transmission T even if the reference value RV is lower than the second shift threshold TS2 . The minimum rotation ratio is the minimum rotation ratio based on the relationship between the front sprocket D1 and the rear sprocket D2.

The control unit 12 changes at least one of the speed change conditions for the driving of the transmission T and the rotation ratio when the human-powered vehicle A is started based on at least one of the connection state of the conveying part TP and the information about the conveying part TP. In the present embodiment, the control unit 12 changes the speed change condition based on at least one of the connection state of the transport unit TP and the information about the transport unit TP. The control unit 12 maintains the gear shift condition when the first specific condition is satisfied. The control unit 12 changes the gear shift condition when the second specific condition is satisfied. In one example, when the second specific condition is established, the control unit 12 changes the gear shift condition so that the second gear shift threshold TS2 of the prescribed gear shift condition becomes larger. In other words, when the second specific condition is established, the control unit 12 changes the gear shift condition so that the second gear shift threshold TS2 approaches the first gear shift threshold TS1. In the present embodiment, when the second specific condition is satisfied, the control unit 12 changes the gear shift condition so that the second gear shift threshold TS2 becomes the third gear shift threshold TS3. The third shift threshold TS3 is smaller than the first shift threshold TS1 and greater than the second shift threshold TS2. The third shift threshold TS3 may be smaller than the second shift threshold TS2. After changing the gear shift condition, the control unit 12 restores the gear shift condition when the first specific condition is satisfied. The two-dot chain line shown in FIG. 11 represents an example of the third shift threshold value TS3.

The gear shift conditions may also be specified based on the reference value RV and the table value. The table value contains a table specifying the rotation ratio of the human-powered vehicle A associated with the reference value RV. In this case, the control unit 12 controls the transmission T so as to become the rotation ratio of the human-powered vehicle A corresponding to the reference value RV and the table value based on the relationship between the reference value RV and the table value. In one example, when the first specific condition is established, the control unit 12 maintains the gear shift condition, and when the second specific condition is established, the rotation of the human-powered vehicle A associated with the reference value RV of the prescribed table value is used. Change the gear shifting conditions by making the ratio smaller.

An example of the control executed by the control device 10 will be described with reference to FIG. 12. The control unit 12 acquires various information in step S41. Specifically, the control unit 12 acquires at least one of the connection state of the transport unit TP and the information about the transport unit TP from at least one of the connection state detection unit 16, the transport information detection unit 18, and the operating device OD. In one example, the control unit 12 acquires information related to the presence or absence of the connection between the human-powered vehicle A and the transport unit TP from the connection state detection unit 16. In step S42, the control unit 12 determines whether the first specific condition is satisfied. When it is determined in step S42 that the first specific condition is satisfied, the control unit 12 proceeds to the process of step S43. The control unit 12 maintains the gear shift conditions in step S43.

When it is determined in step S42 that the first specific condition is not satisfied, the control unit 12 proceeds to the process of step S44. In step S44, the control unit 12 determines whether the second specific condition is satisfied. When the control unit 12 determines in step S44 that the second specific condition is not satisfied, it returns the process to step S41. When it is determined in step S44 that the second specific condition is satisfied, the control unit 12 proceeds to the process of step S45. In step S45, the control unit 12 changes the gear shift conditions so that the second gear shift threshold TS2 becomes the third gear shift threshold TS3.

Through the above processing, the processing from step S41 to step S45 is ended. The control unit 12 can execute the processing of steps S41 to S45 repeatedly during the driving of the human-powered vehicle A, or execute the processing of steps S41 to S45 at the timing when the human-powered vehicle A is started. The control unit 12 can also execute in parallel at least one of the processing from step S11 to step S17 shown in FIG. 6, the processing from step S21 to step S25 shown in FIG. 8, and the processing from step S31 to step S35 shown in FIG. 1 piece.

<The fifth embodiment> The control device 10 of the fifth embodiment will be described with reference to FIG. 13. Components common to the fourth embodiment are denoted by the same reference numerals as in the fourth embodiment, and repeated descriptions are omitted.

The control unit 12 changes at least one of the speed change conditions for the driving of the transmission T and the rotation ratio when the human-powered vehicle A is started based on at least one of the connection state of the conveying part TP and the information about the conveying part TP. In this embodiment, the control unit 12 changes the rotation ratio of the human-powered vehicle A at the time of starting based on at least one of the connection state of the transport unit TP and the information about the transport unit TP. The start of the human-powered vehicle A includes, for example, the time when the crank C rotates a certain number of times from the state where the human-powered vehicle A is stopped, or the time when the vehicle speed of the human-powered vehicle A reaches a certain speed. In one example, the rotation ratio of the human-powered vehicle A when it is started is the rotation ratio of the human-powered vehicle A when the rider driving the human-powered vehicle A starts to pedal PD. In other words, the rotation ratio of the human-powered vehicle A when it is started is the rotation ratio of the human-powered vehicle A when the crank C of the human-powered vehicle A starts to rotate. In another example, the rotation ratio of the human-powered vehicle A when it is started is the rotation ratio of the human-powered vehicle A when the human-powered vehicle A starts to travel.

The control unit 12 controls the motor M2 according to any one of the following first to third examples, for example, to change the rotation ratio of the human-powered vehicle A at the time of starting. In the first example, the control unit 12 controls the motor M2 in accordance with the start of the human-powered vehicle A by changing the rotation ratio when the human-powered vehicle A is started. Regarding the control of the first example, it is applicable to any transmission T among the external transmission, the internal transmission, and the stepless transmission. In the second example, the control unit 12 controls the motor M2 when the human-powered vehicle A is started to achieve a smooth speed change. Specifically, the control unit 12 prepares for changing the chain D3 to the front sprocket D1 and the rear sprocket D2 of the gear shift target, so that at least one of the movable member of the front transmission TF and the movable member of the rear transmission TR is operated. , To control the motor M2 when the human-powered vehicle A stops. Then, with the start of the human-powered vehicle A, the front sprocket D1 and the rear sprocket D2 rotate, thereby changing the rotation ratio of the human-powered vehicle A when it is started. Regarding the control of the second example, it is applicable to a transmission T including an external transmission. In the third example, the control unit 12 controls the motor M2 of the transmission T and causes at least one of the front sprocket D1 and the rear sprocket D2 to change the rotation ratio of the human-powered vehicle A when the human-powered vehicle A is parked. 1 rotating motor. In one example, the control unit 12 serves as a preparation for changing the chain D3 to the front sprocket D1 and the rear sprocket D2, so that at least one of the movable member of the front transmission TF and the movable member of the rear transmission TR is operated. , To control the motor M2 when the human-powered vehicle A stops. Thereafter, by controlling the motor that rotates at least one of the front sprocket D1 and the rear sprocket D2, the rotation ratio of the human-powered vehicle A at the time of starting is changed when the human-powered vehicle A is stopped. Regarding the control of the third example, it is applicable to a transmission T including an external transmission. In the case of applying a transmission T including a built-in transmission, the control unit 12 can also change the rotation ratio of the human-powered vehicle A when starting, and control the motor M2 as the human-powered vehicle A stops.

When the first specific condition is satisfied, the control unit 12 controls the transmission T so that the rotation ratio at the start of the human-powered vehicle A becomes the first rotation ratio. The first rotation ratio may be a preset rotation ratio of the human-powered vehicle A, or it may be a rotation ratio of the human-powered vehicle A when it is parked. When the second specific condition is satisfied, the control unit 12 controls the transmission T so that the rotation ratio at the start of the human-powered vehicle A becomes the second rotation ratio. The second rotation ratio is smaller than the first rotation ratio.

An example of the control executed by the control device 10 will be described with reference to FIG. 13. The control unit 12 acquires various information in step S51. Specifically, the control unit 12 acquires at least one of the connection state of the transport unit TP and the information about the transport unit TP from at least one of the connection state detection unit 16, the transport information detection unit 18, and the operating device OD. In one example, the control unit 12 acquires information related to the presence or absence of the connection between the human-powered vehicle A and the transport unit TP from the connection state detection unit 16. In step S52, the control unit 12 determines whether the first specific condition is satisfied. When it is determined in step S52 that the first specific condition is satisfied, the control unit 12 proceeds to the process of step S53. In step S53, the control unit 12 controls the transmission T so that the rotation ratio at the start of the human-powered vehicle A becomes the first rotation ratio.

When it is determined in step S52 that the first specific condition is not satisfied, the control unit 12 proceeds to the process of step S54. In step S54, the control unit 12 determines whether the second specific condition is satisfied. When the control unit 12 determines in step S54 that the second specific condition is not satisfied, it returns the process to step S51. When it is determined in step S54 that the second specific condition is satisfied, the control unit 12 proceeds to the process of step S55. In step S55, the control unit 12 controls the transmission T so that the rotation ratio at the start of the human-powered vehicle A becomes the second rotation ratio.

Through the above processing, the processing from step S51 to step S55 is ended. The control unit 12 may repeatedly execute the processing of steps S51 to S55 during the driving of the human-powered vehicle A, or may execute the processing of steps S51 to S55 at the timing when the human-powered vehicle A is started. The control unit 12 can also execute the processing of step S11 to step S17 shown in FIG. 6, the processing of step S21 to step S25 shown in FIG. 8, the processing of step S31 to step S35 shown in FIG. 10, and the processing of step S35 shown in FIG. At least one of the processes from step S41 to step S45 shown.

<The sixth embodiment> The control device 10 of the sixth embodiment will be described with reference to Figs. 14 to 17. The components common to the first embodiment are denoted by the same reference numerals as in the first embodiment, and repeated descriptions are omitted.

As shown in FIG. 14, the human-powered vehicle A is configured to be able to connect the conveyance part TP that is different from the rider-mounted part SD. In this embodiment, the human-powered vehicle A is configured to be able to connect at least one of the child seat CS and the carrier CR. The child seat CS is configured to be able to stack at least one of people and cargo. In one example, the child seat CS is configured to be able to ride a passenger. The child seat CS includes at least one of a first child seat CS1 provided in the front with respect to the rider seat SD and a second child seat CS2 provided in the rear with respect to the rider seat SD.

The first child seat CS1 is configured to be able to ride a first passenger. The first child seat CS1 is provided so as to be connectable to the handle H of the human-powered vehicle A, for example. In one example, the first child seat CS1 is in the front and rear direction of the human-powered vehicle A, and is installed around the handle H so that the first rider can ride between the handle H and the rider seat SD. In this case, the part connected to the first child seat CS1 in the handle H corresponds to the first connection part CL1, and the part connected to the handle H in the first child seat CS1 corresponds to the second connection part CL2. The second child seat CS2 is configured to be able to ride a second passenger. The second child seat CS2 is provided so as to be connectable to the stage CR of the human-powered vehicle A, for example. In this case, the part connected to the second child seat CS2 in the carrier CR corresponds to the first connection part CL1, and the part connected to the carrier CR in the second child seat CS2 corresponds to the second connection部CL2. In the following description, the child seat CS will be used to describe the configuration common to the first child seat CS1 and the second child seat CS2.

As shown in FIG. 15, the child seat CS includes a holding portion SB that holds a rider in the child seat CS in the child seat CS. The holding portion SB includes a seat belt SB1 and a lock portion SB2. The seat belt SB1 is configured to be attachable to the lock portion SB2. When a passenger rides on the child seat CS and attaches the seat belt SB1 to the lock part SB2, the holder SB holds the passenger. The child seat CS shown in FIG. 15 represents the second child seat CS2.

As shown in FIG. 14, the control device 10 is mounted on a human-powered vehicle A capable of connecting the child seat CS. The control unit 12 controls the motor M installed in the human-powered vehicle A. In this embodiment, the motor M includes at least a motor M1. The control unit 12 controls the motor M1 that assists the propulsion of the human-powered vehicle A based on the human-powered driving force input to the human-powered vehicle A. The control unit 12 controls the output ratio of the motor M1 to the human driving force based on at least one of the connection state of the child seat CS and the information related to the child seat CS.

The connected state of the child seat CS includes the connected or non-connected state of the first connecting portion CL1 of the human-powered vehicle A and the second connecting portion CL2 of the child seat CS, which acts on the first connecting portion CL1 and the second connecting portion CL2. At least one of the load between the two, the switching between the connected mode and the non-connected mode performed by the operating device OD, and the relative distance between the human-powered vehicle A and the child seat CS. The connection status of the child seat CS may further include the presence or absence of passengers in the child seat CS. Information about the child seat CS includes the type of child seat CS, the shape of the child seat CS, the size of the child seat CS, the age model of the child seat CS, the maximum stacking capacity of the child seat CS, and the child seat At least one of the load status of the chair CS and the weight information of the child seat CS.

In one example, the control unit 12 is a case where the child seat CS is connected to the human-powered vehicle A, and increases the output ratio of the motor M1 compared to the case where the child seat CS is not connected to the human-powered vehicle A. In another example, the control unit 12 is a situation in which the rider is held by the holding portion SB, and increases the output ratio of the motor M1 compared to a situation in which the rider is not held by the holding portion SB. In other words, the control unit 12 increases the output ratio of the motor M1 when the rider is riding in the child seat CS, compared to when the rider is not riding in the child seat CS. The control unit 12 is the situation where the first passenger and the second passenger ride in the child seats CS1 and CS2, respectively, which is similar to the situation where one of the first passenger and the second passenger rides in the child seats CS1 and CS2. Ratio can increase the output ratio of motor M1. The control unit 12 is the case where the first passenger is riding in the first child seat CS1 and the second passenger is not riding in the second child seat CS2, and the first passenger is not riding in the first child seat CS1 and the second The output ratio of the motor M1 can be increased compared to the case where the passenger rides in the second child seat CS2.

As shown in FIG. 16, the output ratio of the motor M1 includes a first output ratio and a second output ratio different from the first output ratio. When the third specific condition is satisfied, the control unit 12 controls the motor M1 such that the output ratio of the motor M1 becomes the first output ratio. In one example, when the third specific condition is satisfied, the control unit 12 starts to drive the motor M1 when the human driving force becomes greater than or equal to the threshold TH, and when the human driving force becomes greater than the first specific threshold TA, the motor outputs The motor M1 is controlled to maintain the output upper limit value VP. The control unit 12 determines that the third specific condition is satisfied, for example, when at least one of the first to 12th conditions, the 25th condition, and the 26th condition is satisfied. The control unit 12 determines that the 25th condition is satisfied when the rider is not held by the holding unit SB. The control unit 12 determines that the 26th condition is satisfied when the rider is not in the child seat CS. The graph shown by the solid line in FIG. 16 shows an example of the relationship between the human driving force and the motor output when the third specific condition is satisfied.

When the fourth specific condition is satisfied, the control unit 12 controls the motor M1 so that the output ratio of the motor M1 becomes the second output ratio. The second output ratio is greater than the first output ratio. In one example, when the fourth specific condition is established, the control unit 12 starts to drive the motor M1 when the human driving force becomes greater than or equal to the threshold TH, and when the human driving force becomes greater than the third specific threshold TC, the motor outputs The motor M1 is controlled to maintain the output upper limit value VP. The third specific threshold TC is smaller than the first specific threshold TA. The control unit 12 determines that the fourth specific condition is satisfied, for example, when at least one of the 13th to 24th conditions, the 27th condition, and the 28th condition is satisfied. The control unit 12 determines that the 27th condition is satisfied when the rider is held by the holding unit SB. The control unit 12 determines that the 28th condition is satisfied when the rider is riding in the child seat CS. The graph shown by the two-dot chain line in Fig. 16 shows an example of the relationship between the human driving force and the motor output when the fourth specific condition is satisfied.

In the present embodiment, the control unit 12 determines that the third specific condition is established based on the establishment of at least one of the 25th and 26th conditions, and is based on the establishment of at least one of the 27th and 28th conditions , It is determined that the fourth specific condition is established. In one example, when the rider is not in the child seat CS, the control unit 12 controls the motor M1 so that the output ratio of the motor M1 becomes the first output rate, and when the rider is riding in the child seat CS In this case, the motor M1 is controlled so that the output ratio of the motor M1 becomes a second output ratio which is larger than the first output ratio.

The human-powered vehicle A further includes a connection state detection unit 16 for detecting the connection state of the child seat CS. In one example, the connection state detection unit 16 includes at least one of the connection state detection unit 16 that detects the connection state of the first child seat CS1 and the connection state detection unit 16 that detects the connection state of the second child seat CS2. The connection state detection part 16 detects the holding state of the holding part SB. Specifically, the connection state detection unit 16 includes a sensor capable of detecting the holding state of the holding unit SB. The connection state detection unit 16 may also include at least one of a touch sensor, a first load sensor, a first communication unit capable of wireless communication, and a first reading sensor. The control unit 12 controls the motor M1 based on the detection state of the connection state detection unit 16.

An example of the control executed by the control device 10 will be described with reference to FIG. 17. The control unit 12 acquires various information in step S61. Specifically, the control unit 12 acquires at least one of the connection status of the child seat CS and the information about the child seat CS from at least one of the connection state detection unit 16, the transport information detection unit 18, and the operating device OD . In one example, the control unit 12 obtains information related to the presence or absence of a rider in the child seat CS from the connection state detection unit 16. In step S62, the control unit 12 determines whether the third specific condition is satisfied. When it is determined in step S62 that the third specific condition is satisfied, the control unit 12 proceeds to the process of step S63. In step S63, the control unit 12 controls the motor M1 so that the output ratio of the motor M1 becomes the first output ratio.

When the control unit 12 determines in step S62 that the third specific condition is not established, it proceeds to the process of step S64. In step S64, the control unit 12 determines whether the fourth specific condition is satisfied. When the control unit 12 determines in step S64 that the fourth specific condition is not satisfied, it returns the process to step S61. When the control unit 12 determines that the fourth specific condition is satisfied in step S64, it proceeds to the process of step S65. In step S65, the control unit 12 controls the motor M1 so that the output ratio of the motor M1 becomes the second output ratio.

After the above processing, the processing from step S61 to step S65 is ended. The control unit 12 can execute the processing of steps S61 to S65 repeatedly during the driving of the human-powered vehicle A, or execute the processing of steps S61 to S65 at the timing when the human-powered vehicle A is started. The control unit 12 can also execute the processing of step S11 to step S17 shown in FIG. 6, the processing of step S21 to step S25 shown in FIG. 8, the processing of step S31 to step S35 shown in FIG. 10, and the processing shown in FIG. At least one of the processing from step S41 to step S45 shown in FIG. 13 and the processing from step S51 to step S55 shown in FIG. 13. In this case, the control unit 12 may replace at least one of step S12, step S22, step S32, step S42, and step S52 with respect to the establishment of the first specific condition with step S62, and replace the second specific condition with step S62. At least one of step S15, step S24, step S34, step S44, and step S54 that is established is replaced with step S64.

＜Change example＞ The description of each of the above-mentioned embodiments is an illustration of the possible forms of the control device for a human-powered vehicle of the present invention, and is not intended to limit the forms. The control device for the human-powered vehicle of the present invention can take, for example, the following modified examples of the above-mentioned respective embodiments, and combinations of at least two modified examples that do not contradict each other. In the following modification examples, the same reference numerals as those of the respective embodiments are assigned to the parts common to the respective embodiments, and the description thereof is omitted.

· The control content of the control unit 12 can be changed arbitrarily. In the first example, when the first specific condition is satisfied, the control unit 12 starts to drive the motor M1 when the human driving force becomes greater than the second threshold TH2, and when the second specific condition is satisfied, when the human When the driving force becomes equal to or greater than the first threshold TH1, the driving of the motor M1 is started. In the second example, when the first specific condition is satisfied, the control unit 12 controls the motor M1 at the second response speed when the human driving force is input, and when the second specific condition is satisfied, when the human power is input When driving force, the motor M1 is controlled at the first response speed. In the third example, the control unit 12 sets the output upper limit VP of the motor M1 to the second output upper limit VP2 when the first specific condition is satisfied, and when the second specific condition is satisfied, the motor The output upper limit VP of M1 is set to the first output upper limit VP1. In the fourth example, the control unit 12 maintains the gear shift condition when the first specific condition is established, and when the second specific condition is established, changes the gear shift condition so that the first shift threshold TS1 becomes the fourth shift threshold. . The fourth shift threshold is greater than the first shift threshold TS1. The fourth shift threshold may be smaller than the first shift threshold TS1 and greater than the second shift threshold TS2. In the fifth example, when the first specific condition is established, the control unit 12 changes the gear shift condition so that the second gear shift threshold TS2 becomes the third gear shift threshold TS3, and when the second specific condition is satisfied, maintains Variable speed conditions. In the sixth example, when the first specific condition is established, the control unit 12 controls the transmission T so that the rotation ratio at the start of the human-powered vehicle A becomes the second rotation ratio, and the second specific condition is established In this case, the transmission T is controlled so that the rotation ratio at the start of the human-powered vehicle A becomes the first rotation ratio. In the seventh example, when the third specific condition is satisfied, the control unit 12 controls the motor M1 so that the output ratio of the motor M1 becomes the second output ratio, and when the fourth specific condition is satisfied, the motor Control the motor M1 in such a way that the output ratio of M1 becomes the first output ratio.

The control object of the control unit 12 can be changed arbitrarily. In the first example, the motor M includes at least a motor M3. The control unit 12 is a case where at least one of the second specific condition and the fourth specific condition is established. Compared with the case where at least one of the first specific condition and the third specific condition is established, the wheel W is received from the ground Suspension SU is controlled in a way that the mitigation of impact becomes greater. In the second example, the motor M includes at least a motor M4. The control unit 12 is a case where at least one of the second specific condition and the fourth specific condition is established. Compared with the case where at least one of the first specific condition and the third specific condition is established, the rider riding part SD The adjustable seat tube ASP is controlled in a way that the height of the frame A1 becomes higher. In the third example, the motor M includes at least a motor M5. The control unit 12 is a case where at least one of the second specific condition and the fourth specific condition is established. Compared with the case where at least one of the first specific condition and the third specific condition is established, it is relative to the operation of the operating device , The braking device BD is controlled in such a way that the braking force acting on the wheels W becomes larger.

·The structure of the transport section TP can be changed arbitrarily. The transport part TP includes a passenger seat instead of at least one of the child seat CS, the carrier CR, and the towed vehicle TT, or in addition to the child seat CS, the carrier CR, and the towed vehicle TT. Passenger compartment. The passenger seat is in the front and rear direction of the human-powered vehicle A, and is installed in the human-powered vehicle A in a manner of being arranged behind the rider's seat SD. The passenger seat part has substantially the same structure as the rider seat part SD. In one example, the human-powered vehicle A is a tandem bicycle.

·The configuration of the operating device OD can be changed arbitrarily. In the first example, the operating device OD includes an operating part provided on the handle H of the human-powered vehicle A. In the second example, the operating device OD includes a smart device. Smart devices include at least one of wearable devices such as smart watches, smart phones and tablet computers.

·The type of human-powered vehicle A can be changed arbitrarily. In the first example, the human-powered vehicle A is a road bike, a mountain bike, a cross bike, a trekking bike, a freight bicycle, or a recumbent bicycle. In the second example, the human-powered vehicle A is a scooter.

1: Control system 10: Control device (control device for human-powered vehicles) 12: Control Department 14: Memory Department 16: Connection status detection section 18: Transportation Information Inspection Department A: Human-powered vehicles A1: Frame A2: Fork A3: backend A4: Seat stay ASP: Adjustable seat tube B: Transmission system BD: Braking device BT: battery C: crank C1: crankshaft C2: crank arm CE: Electric components CL1: First connection CL2: The second connection part CR: Stage CS: Child seat CS1: 1st child seat CS2: 2nd child seat D1: Front sprocket D2: Rear sprocket D3: chain E: Electric auxiliary unit E1: Shell H: handle HR: Wheel shell M: Motor M1: Motor M2: Motor M3: Motor M4: Motor M5: Motor OD: operating device PD: Pedal R: Rim S11: Step S12: Step S13: Step S14: Step S15: Step S16: steps S17: steps S21: Step S22: Step S23: Step S24: steps S25: steps S31: Step S32: Step S33: Step S34: Step S35: Step S41: Step S42: Step S43: Step S44: Step S45: Step S51: Step S52: Step S53: Step S54: Step S55: Step SB: Holding part SB1: seat belt SB2: Locking part SC: Bicycle Computer SD: Rider Riding Department SF: Front suspension SU: Suspension T: Variable speed machine t1: moment t2: moment TA: 1st specific threshold TB: 2nd specific threshold TC: 3rd specific threshold TF: Front derailleur TH: Threshold TH1: The first threshold TH2: 2nd threshold TP: Transport Department TR: rear derailleur TS: Variable speed threshold TS1: The first shift threshold TS2: 2nd shift threshold TS3: 3rd shift threshold TT: Towed vehicle TT1: body TT2: Wheel TT3: Connection part TT4: Connection part VP: output upper limit VP1: The first output upper limit VP2: The second output upper limit W: Wheel WF: front wheel WR: rear wheel

Fig. 1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle of the first embodiment. Figure 2 is a side view of a human-powered vehicle connected to a towed vehicle. Fig. 3 is a block diagram showing the electrical connection relationship between the control device of Fig. 1 and various elements. Fig. 4 is a graph showing an example of the relationship between human driving force and motor output. Fig. 5 is a graph showing the relationship between human driving force and motor output corresponding to various specific conditions. Fig. 6 is a flowchart showing an example of control performed by the control device of Fig. 1; Fig. 7 is a graph of the response speed of the motor corresponding to various specific conditions in the control device for a human-powered vehicle of the second embodiment. Fig. 8 is a flowchart showing an example of control executed by the control device of Fig. 7; Fig. 9 is a graph showing the relationship between human drive force and motor output corresponding to various specific conditions in the control device for a human drive vehicle of the third embodiment. Fig. 10 is a flowchart showing an example of control executed by the control device of Fig. 9; Fig. 11 is a map showing an example of gear shifting conditions used in the control of the transmission in the control device for a human-powered vehicle of the fourth embodiment. Fig. 12 is a flowchart showing an example of control executed by the control device of Fig. 11; Fig. 13 is a flowchart showing an example of control executed by the control device for a human-powered vehicle of the fifth embodiment. Fig. 14 is a side view of a human-powered vehicle equipped with a child seat including a control device for a human-powered vehicle of the sixth embodiment. Fig. 15 is a perspective view showing the child seat in a state where a passenger is riding. Fig. 16 is a graph showing the relationship between human driving force and motor output corresponding to various specific conditions. FIG. 17 is a flowchart showing an example of control performed by the control device of FIG. 14.

S11: Step

S12: Step

S13: Step

S14: Step

S15: Step

S16: steps

S17: steps

Claims (16)

A control device is a control device for a human-powered vehicle that is mounted on a human-powered vehicle capable of connecting a transport part different from the rider's seat part, and Equipped with a control unit that controls the motor installed in the above-mentioned human-powered vehicle, The control unit controls the driving conditions of the motor during riding, the response speed of the motor and the upper limit of the output of the motor based on at least one of the connection state of the conveying unit and the information about the conveying unit, except for the assist ratio At least one of them. The control device of claim 1, wherein the motor can assist the propulsion of the human-powered vehicle, and The control unit controls the motor based on the human driving force input to the human-powered vehicle. Such as the control device of claim 2, wherein the control section starts driving the motor when the manpower driving force becomes greater than or equal to the first threshold when the conveying section is not connected to the human-powered vehicle, and in the conveying section In the case of being connected to the human-powered vehicle, the driving of the motor is started when the human-powered driving force becomes equal to or greater than a second threshold value smaller than the first threshold value. Such as the control device of claim 2 or 3, wherein the control unit controls the motor at the first response speed when the human driving force is input when the transport unit is not connected to the human-powered vehicle, and performs the transport When the part is connected to the human-powered vehicle, when the human-powered driving force is input, the motor is controlled at a second response speed greater than the first response speed. The control device according to any one of claims 1 to 3, wherein the conveying part includes at least one of a child seat, a carrier, and a towed vehicle. Such as the control device of any one of claims 1 to 3, wherein the human-powered vehicle further includes a connection state detection unit that detects the connection state of the conveying unit, and The control section controls the motor based on the detection state of the connection state detection section. Such as the control device of any one of claims 1 to 3, wherein the information about the conveying unit includes the type of the conveying unit, the shape of the conveying unit, the size of the conveying unit, the age and model of the conveying unit, and the conveying unit At least one of the maximum stacking capacity, the load status of the above-mentioned conveying part, and the weight information of the above-mentioned conveying part. Such as the control device of claim 7, wherein the weight information of the conveying part includes at least one of the weight of the conveying part and the total weight of the conveying part. Such as the control device of any one of claims 1 to 3, wherein the connection state of the conveying portion includes the connection or non-connection state of the first connection portion of the human-powered vehicle and the second connection portion of the conveying portion, which acts on the At least one of the load between the first connecting part and the second connecting part, the switching between the connected mode and the non-connected mode by the operating device, and the relative distance between the human-powered vehicle and the conveying part. For example, the control device of any one of claims 1 to 3, wherein the control unit sets the output upper limit value of the motor as the first output upper limit value when the transport unit is not connected to the human-powered vehicle, And when the conveying unit is connected to the human-powered vehicle, the output upper limit of the motor is set to a second output upper limit that is greater than the first output upper limit. The control device of any one of claims 1 to 3, wherein the human-powered vehicle further includes a speed changer that changes the rotation ratio of the crank of the human-powered vehicle to the rotation of the wheels of the human-powered vehicle, The above control department According to at least one of the driving state of the human-powered vehicle, the driving environment of the human-powered vehicle, and the auxiliary state related to the propulsion of the human-powered vehicle, the transmission is controlled, Based on at least one of the connection state of the conveying section and the information related to the conveying section, change at least one of the gear shift conditions related to the driving of the transmission and the rotation ratio when the human-powered vehicle is started . A control device is a control device for a human-powered vehicle mounted on a human-powered vehicle capable of connecting a child seat, and Equipped with a control unit that controls the motor that assists the propulsion of the human-powered vehicle based on the human drive force input to the human-powered vehicle, The control unit controls the output ratio of the motor to the human driving force based on at least one of the connection state of the child seat and the information related to the child seat. Such as the control device of claim 12, wherein the human-powered vehicle further includes a connection state detection unit that detects the connection state of the child seat, The control section controls the motor based on the detection state of the connection state detection section. The control device of claim 13, wherein when the control unit is connected to the human-powered vehicle with the child seat, the output ratio of the motor is increased compared to the case where the child seat is not connected to the human-powered vehicle. Such as the control device of claim 13 or 14, wherein the child seat includes a holding portion for holding a rider in the child seat in the child seat, The connection state detecting section detects the holding state of the holding section, The control unit increases the output ratio of the motor when the rider is held by the holding unit, compared to a situation where the rider is not held by the holding unit. Such as the control device of any one of claim 12 to 14, wherein the control unit controls the motor so that the output ratio of the motor becomes the first output ratio when the rider is not riding in the child seat And when the rider is riding in the child seat, the motor is controlled so that the output ratio of the motor becomes a second output ratio greater than the first output ratio.

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