CONTROL DEVICE FOR AN AUTOMATIC SHIFTING MECHANISM OF A BICYCLE

Abstract

Control device (10) for an automatic shifting mechanism (2) of a bicycle, comprising: a controller (3) configured to instruct the automatic switching mechanism (2) to switch between a plurality of speed levels, each speed level having an associated cadence range; wherein the controller (3) is further configured to determine a driving resistance of the bicycle, and if the driving resistance exceeds a predetermined limit, the controller (3) is configured to set at least one of the cadence ranges; and Following the setting of at least one cadence range, the controller (3) is further designed to actuate the automatic switching mechanism (2) in order to switch with respect to the set cadence range and a detected cadence.

Description

BACKGROUND OF THE INVENTION AREA OF THE INVENTION

[0001] This application claims priority over US patent application no. 14 / 724,759, filed on May 28, 2015. The entire disclosure of US patent application no. 14 / 724,759 is hereby fully incorporated by reference herein.

[0002] Many bicycles feature manually shifted drivetrains, including one or more derailleurs and chainrings. The derailleurs cause the chain to move between the chainrings in the drivetrain. These derailleurs are shifted manually via shifters mounted on the handlebars or other positions accessible to the rider. Consequently, the rider must initiate a shift input to change the gear ratio. This type of manual shifting can be difficult for both novice and experienced riders. For example, a rider might not operate the manual shifters with the appropriate force, timing, or direction, and as a result, the intended shift might be inaccurate or not performed correctly.As a result, an inefficient gear ratio may occur, and the driver's driving efficiency may suffer.

[0003] Automatic drivetrains were developed for bicycles to eliminate the need for the rider to shift gears, increase riding efficiency, and simplify cycling. However, previous automatic drivetrains only considered the bicycle's cadence when a selected speed or gear ratio (e.g., gear ratio) was chosen within the drivetrain. Other factors, including varying resistances transmitted to the bicycle, such as rolling resistance, drivetrain resistance, and gravity, can also affect riding efficiency and shifting performance.

[0004] Exemplary designs of previously known systems can be found in US 2003 / 0 109 976 A1, DE 10 2009 019 914 A1, US 2009 / 0 164 076 A1, US 2012 / 0 130 603 A1, US 6 047 230 A and / or US 5 261 858 A. SUMMARY

[0005] According to a first aspect of the invention, a control device for an automatic shifting mechanism or automatic transmission for bicycles is provided. The control device can include a controller configured to instruct the automatic shifting mechanism to switch between a plurality of speed levels or shift stages, each speed level having an associated cadence range. The controller can further be configured to determine the bicycle's resistance. If the resistance exceeds a predetermined limit, the controller can be configured to set at least one cadence range. Subsequently, or following the setting of at least one cadence range, the controller can be further configured to actuate the automatic shifting mechanism to shift based on the set cadence range and a detected cadence.One possible advantage of such a configuration is that, by taking driving resistance into account when a gear shift is performed, speed levels can be selected that improve driving efficiency and, for example, avoid a grinding or non-harmonic gear shift during periods of higher torque input from the driver.

[0006] The controller can be designed to receive sensor input from at least one bicycle speed sensor, crank rotation speed sensor, and cadence sensor, and to calculate the riding resistance based on this sensor input. A potential advantage of such a configuration is that the riding resistance can be determined with respect to a large number of sensor inputs, thereby increasing the reliability and accuracy of the riding resistance measurement and improving shifting performance.

[0007] The controller can be designed to calculate the driving resistance according to the formula ∫T×Ndt−12m(v2−v1)2 to calculate, whereby T = the torque; N = the number of crankshaft rotations (per unit of time); m = the mass of the bicycle and a rider; and v = the bicycle speed is.

[0008] One possible advantage of using the previously explained equation to calculate the driving resistance is that the driving resistance can be determined precisely.

[0009] The controller can be further configured to determine, in a first switching mode, a speed level based on the detected cadence from a multitude of speed levels, each speed level having an associated cadence range, and in a second switching mode, a speed level based on the detected driving resistance and the detected cadence. A potential advantage of such a configuration is that driving resistance can be taken into account, allowing a speed level to be selected only when desired, which can improve shifting and, for example, increase driving efficiency.

[0010] The first shift mode can be a normal shift mode, which is applied when the riding resistance does not exceed / exceeds the predetermined limit, and the second shift mode can be a high-load or high-stress mode, which is applied when the riding resistance exceeds the predetermined limit. A potential advantage of using limits to determine a selected shift mode is to ensure that riding resistance is only used when it has a noticeable effect on riding efficiency, for example, to improve cycling performance.

[0011] The cadence ranges for at least two of the speed levels can be the same or overlap. A potential advantage of using the same or overlapping speed levels is the provision of a smooth shift action, which, for example, exhibits a less abrupt transition.

[0012] In the first shift mode, the cadence range for at least one of the speed levels can be determined based on a target cadence or pedaling frequency. A potential advantage of using a target cadence is that it allows a rider to maintain a desired cadence range, thereby increasing riding efficiency, reducing rider fatigue, and decreasing the likelihood of cycling injuries.

[0013] In the first shift mode, the target cadence can be programmable by the user. A potential advantage of such a configuration is that a driver can adjust it according to their needs, increasing the adaptability of the control device and improving user satisfaction.

[0014] The controller could be further designed to initiate a speed-level skipping mode, in which a temporary cadence range can be set to be larger than the cadence range in the first shifting mode. If the cadence falls outside this temporary range in the speed-level skipping mode, the controller can re-initiate the first shifting mode if it does not initiate the second shifting mode. A potential advantage of such a configuration is that it can prevent unwanted shifting (e.g., abrupt and uneven shifts causing noise and vibration), thus improving shifting performance.

[0015] The controller can be further configured to initiate a stop or hold mode when a bicycle speed of essentially zero is detected, and in this stop mode, the cadence can be set within a predetermined range associated with the speed level. A potential advantage of such a configuration is that a desired speed level can be set when the bicycle is stopped, allowing a rider to accelerate from a standstill at a desired cadence without having to apply inappropriate torque, for example.

[0016] The controller can be further configured to initiate a high-load or high-stress mode when an input energy reaches or exceeds a predetermined threshold. A potential advantage of such a configuration is that the high-stress or high-stress mode can be initiated when a driver is overexerting themselves, thereby reducing driver fatigue and improving driving efficiency.

[0017] The controller can be further configured to detect a transition cadence or transition frequency at a point during the transition to the high load or high stress mode, and to adjust the cadence range to have a lower limit lower than the detected transition cadence and an upper limit higher than the detected transition cadence when the detected transition cadence is greater than a lower limit of the cadence range for a given speed level. A potential advantage of such a configuration is that it can prevent unwanted switching during a transition mode, thus improving, for example, the switching action.

[0018] The controller can be further configured to detect a transition cadence at a point during the transition to high-stress or high-load mode, and can be configured to adjust the cadence range to have a lower limit, lower than the instantaneous lower limit of the cadence range for a given speed level, and an upper limit, higher than the instantaneous upper limit of the cadence range, when the detected transition cadence is less than or equal to the lower limit of the cadence range for the given speed level. A potential advantage of such a configuration is that unwanted switching during a transition mode can be avoided, for example, to improve switching performance.

[0019] If the detected cadence falls below a lower limit of a set cadence range in the high-load mode, the controller can be configured to determine whether downshifting is possible and, if so, to initiate a downshift. The controller can also be further configured to prevent or inhibit downshifting if it does not initiate the high-load mode and if the current speed is equal to or less than a predetermined minimum downshift speed. A potential advantage of such a configuration is that downshifting can be selectively implemented by the control device, if needed, to provide the desired shifting characteristics.

[0020] The predetermined minimum downshift speed can be determined according to a user setting. A potential advantage of such a configuration is that a driver can adjust the minimum downshift speed to their preference, thereby increasing control unit adaptability and user satisfaction.

[0021] This summary is provided to present a selection of concepts in a simplified form, which are further described in detail below. This summary is not intended to identify key features or essential characteristics of the claimed subject matter, nor is it intended to limit the scope of the claimed subject matter. Furthermore, the claimed subject matter is not limited to implementations that address one or all of the disadvantages identified in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The present disclosure is illustrated by examples and not by limitations in the figures of the accompanying drawings, in which the similar reference symbols denote similar elements and in which: Fig. Figure 1 shows a schematic view of a bicycle example with a hub arrangement according to a first embodiment of the present invention; Fig. 2 and Fig. Figure 3 represents a flowchart of a procedure for operating an automatic gear shifter of a bicycle; Fig. Figure 4 shows a flowchart of a procedure for actuating an automatic switching device in a high load mode; Fig. Figure 5 presents a flowchart of a procedure for operating an automatic gear shifting mechanism in a bicycle, for performing a shift mode selection and a shift operation; Fig. Figure 6 shows a flowchart of a procedure for determining the driving resistance; Fig. Figure 7 shows a detailed flowchart of a procedure for performing the shift mode selection in an automatic derailleur of a bicycle; Fig. Figure 8 shows a further detailed flowchart of a procedure for performing the shift mode selection in an automatic derailleur of a bicycle; Fig. Figure 9 shows a further detailed flowchart of a procedure for performing the switching operation in an automatic switching device; and Fig. Figure 10 shows a side view of an example configuration of the example bicycle from Fig. 1. DETAILED DESCRIPTION

[0023] A selected embodiment of the present invention will now be described with reference to the accompanying drawings. It will be apparent to a person skilled in the art from this disclosure that the following description of an embodiment of the invention is provided for illustrative purposes only and not for the purpose of limiting the invention as defined by the accompanying claims and their equivalents.

[0024] Firstly, referring to Fig. In Figure 1, a bicycle 1 includes a control device 10. The control device 10 can include an automatic shifter 2, a controller 3, and one or more sensors 4. The automatic shifter 2 can include a plurality of speed levels 5 and an input device 6. The speed levels 5 can have associated cadence ranges. The controller 3 can be configured to instruct the automatic shifter 2 to shift between a plurality of speed levels. In one example, each of the speed levels 5 can have an associated and predetermined gear ratio. For instance, each of the speed levels can have a corresponding front chainring gear ratio and a rear chainring gear ratio.However, the automatic drivetrain may, for example, include a continuously variable transmission or an internal hub gear.

[0025] The controller 3 can contain instructions stored in memory 7, which can be executed by a processor 8 to perform the procedures described herein. The sensor(s) 4 can include at least a bicycle speed sensor 11, a crank rotation sensor 12, and a cadence sensor 13. In this way, variables such as bicycle speed, crank speed, and bicycle cadence can be detected for subsequent calculations, such as the bicycle's resistance.

[0026] The automatic transmission 2 can include a multitude of speed levels 5 or speed levels. A speed level is defined as a specific gear ratio for the bicycle's automatic transmission. In one example, the speed levels or speed levels can be discrete. More precisely, there are a multitude of predetermined gear ratios in such an embodiment. However, in other embodiments, there can be a multitude of continuously variable speed levels.

[0027] In one exemplary embodiment, a speed level can comprise a selected front chainring and a selected rear sprocket in a chainring cassette or sprocket set (e.g., cassette). However, other speed level configurations are also provided. For example, the speed levels can be selected from a continuously variable transmission component or from an internal gear hub, or the bicycle can simply include variable sprockets, for example, in the front and / or rear drivetrain.

[0028] The control device 10 can also include an input device 15. The input device 15 can include buttons, a touch-sensitive device (e.g., touchpad, touchscreen), a display, etc., which allow a driver to select different settings in the automatic transmission, such as a predetermined minimum downshift speed or minimum downshift RPM, a target cadence, etc., which are described in more detail below. Consequently, the predetermined minimum downshift speed and / or the target cadence can be programmed by a user. In this way, some of the variables that determine the automatic shifting procedures can be changed.Automatic shifting techniques, as described in more detail herein, are selected by a user to provide driver-specific automatic shifting operation. Consequently, driver satisfaction can be increased. The input device 15 provides a manual shift signal to the controller when actuated. The automatic shift mechanism is essentially controlled automatically by the controller 3. However, when the controller 3 receives a shift signal from the input device 15, the controller 3 temporarily controls the automatic shift mechanism based on or with respect to the shift signal. Furthermore, in other embodiments, the input device 15 can be integrated into a component in the control device, such as the controller 3, the automatic shift mechanism 2, etc.Furthermore, the input device 15 can be separate from the control device 10, such as a smartphone, tablet, or PC, and can be connected to the controller via a wireless communication device. The automatic derailleur 2, or more generally the bicycle 1, can include a crankshaft 16, which is designed to receive the rider's input or pedaling input. The crankshaft 16 is designed to transmit the rotational energy or torque to the speed levels 14. A shifting device 17 (e.g., a derailleur) can also be provided in the automatic derailleur 2 to enable shifting between the multiple speed levels 14. Therefore, the shifting device 17 can be coupled to the speed levels 14 in an example. Furthermore, the shifting device 17 can be designed to receive shifting commands from the controller 3.In this way, the controller 3 can instruct the automatic transmission 2 to shift up and down between the speed levels 14 by actuating the shifting device 17.

[0029] It should be acknowledged that the bicycle may include additional parts, components, etc., which are usually included in a bicycle, such as a front and rear wheel, a frame, a braking system, etc.

[0030] The Fig. 2 and Fig. Figure 3 shows a method M1 for actuating an automatic shifting mechanism or automatic transmission for a bicycle. The control device 10, which controls the automatic shifting mechanism 2 and the controller 3, is shown in Figure 3. Fig. 1, which includes, can be used to implement procedure M1 as well as procedures M2, M3, M4, M5, M6 and M7, as described in more detail herein. More specifically, controller 3, shown in Fig. 1. be designed to implement the process steps as described herein. However, in other embodiments, other suitable control devices for the automatic switching unit and the controllers, etc., may be used to implement the process steps as described herein.

[0031] In step S1, the method involves instructing the automatic transmission to shift between a plurality of speed levels. Each speed level has an associated cadence range. Shifting between a plurality of speed levels can involve changing a speed level (e.g., gear ratio) in the automatic transmission via one or more shifting devices, such as a derailleur (e.g., front and / or rear derailleur) or an internal gear hub. However, numerous suitable shifting devices have been provided. Furthermore, in one embodiment, the automatic transmission can have a plurality of discrete speed levels (e.g., discrete gear ratios). For example, the speed levels can include a selected front chainring and / or a rear chainring.However, in other embodiments, the speed levels in the automatic transmission can be continuously adjustable.

[0032] The method then proceeds to step S2, which involves determining the bicycle's rolling resistance. Determining the bicycle's rolling resistance can include steps S3 and S4. In step S3, the method involves acquiring sensor input from at least one bicycle speed sensor, a crank rotation sensor, and a cadence sensor. In one embodiment, sensor input from all of the aforementioned sensors can be acquired. In this way, the bicycle speed, crank speed, and bicycle cadence can be detected. In step S4, the method involves calculating the rolling resistance based on the sensor inputs. Calculating the rolling resistance based on the sensor inputs can include step S5.

[0033] In step S5, the procedure includes calculating the driving resistance according to the formula: ∫T×Ndt−12m(v2−v1)2 where T = the torque; N = the number of crankshaft rotations (per unit of time); m = the mass of the bicycle and a rider; and v = the bicycle speed is.

[0034] However, other suitable equations representing the driving resistance can be used to determine the driving resistance in other embodiments.

[0035] In step S6, the procedure involves determining whether the bicycle's rolling resistance exceeds a threshold value. Other embodiments may employ different techniques to determine a shift mode selection instead of a rolling resistance threshold. For example, cadence and / or speed may be used to determine the shift mode selection in other embodiments.

[0036] If it is determined that the driving resistance is greater than the limit value (YES at step S6), the method proceeds to step S7. At step S7, the method includes implementing a first switching mode. In the first switching mode, at step S8, the method includes determining a speed level based on the detected cadence from among the multitude of speed levels, each of which has an associated cadence range. Consequently, in the first switching mode, the driving resistance cannot be considered because the resistance has no perceptible effect on the bicycle pedal actuation. In one embodiment, the cadence ranges of at least two of the speed levels are the same or overlap. The overlapping speed levels can increase the probability of a smooth shift.However, in other embodiments, the speed levels may not overlap. Furthermore, in one embodiment, the first switching mode, the cadence range for at least one of the speed levels can be determined based on a target cadence or target pedaling frequency. In such an embodiment, the target cadence may, for example, be programmable by the user. For instance, a rider may use an input device to programmatically select a target cadence. In this way, a rider can select a desired target cadence to increase transmission adaptability. However, in other examples, the target cadence may be determined automatically by the controller without user input.

[0037] If it is determined that the driving resistance is less than the limit value (NO in step S6), the procedure continues with step S9. In step S9, the procedure involves determining whether an input energy or input force on the automatic switching mechanism is greater than or equal to a predetermined limit value. In other embodiments, step S9 can be omitted from procedure M1. If it is determined that the input energy or input force is greater than or equal to the predetermined limit value (NO in step S9), the procedure continues with step S7. However, if it is determined that the input energy or input force is greater than or equal to the predetermined limit value (YES in step S9), the procedure continues with step S10.

[0038] In step S10, the method includes implementing a second shift mode. In this second shift mode, step S11 of the method includes setting at least one of the cadence ranges. In one embodiment, the cadence ranges can be set by predetermined values. For example, the upper and / or lower limit of the cadence range can be changed stepwise by predetermined revolutions per minute (rpm). Setting the cadence ranges can increase driving efficiency and may also allow for improved shift actuation (e.g., smoother or more responsive shifting).

[0039] Next, in step S12, the procedure involves actuating the automatic switching mechanism to switch based on or with respect to the set cadence range and a detected cadence.

[0040] Next, in step S13, a speed level is determined based on the detected driving resistance, and the detected cadence is applied. This allows for improved speed level selection by incorporating multiple variables. Consequently, driving efficiency can be increased and shift actuation can be improved. In one embodiment, the first shift mode can be a normal mode, and the second shift mode can be a high-load mode. However, other mode types are also provided.

[0041] Now, referring to Fig. In step S14, the procedure determines whether a speed-level jumping mode or a speed-level skipping mode should be initiated. The input condition, such as the controller 3 receiving a switching signal from input 15, can be used to determine the implementation of the speed-level jumping mode.

[0042] If it is determined that the speed-level jumping mode should be initiated (YES at step S14), the procedure proceeds to step S15. At step S15, the procedure involves initiating the speed-level jumping mode. Initiating the speed-level jumping mode can include steps S16–S18. At step S16, the procedure involves setting a temporary cadence range that is greater than the cadence range in the first shifting mode. At step S17, the procedure involves determining whether the cadence is outside the temporary cadence range. If the cadence is not outside the temporary cadence range (NO at step S17), the procedure jumps back to step S17. However, if the cadence is outside the temporary cadence range (YES at step S17), the procedure proceeds to step S18.In step S18, the procedure again involves initiating the first switching mode if the controller does not initiate the second switching mode. Therefore, in step 18, the procedure can return to step S7 if the second switching mode is not initiated, as indicated. However, if the second switching mode has been initiated, the procedure can jump back to step S12.

[0043] Step S19 of the procedure involves determining whether a stop mode should be initiated. It should be noted that the stop mode can be initiated based on the bicycle's speed. For example, the stop mode can be initiated if the bicycle's speed is less than a threshold, or, in a specific example, essentially zero.

[0044] If it is determined that the stop mode should not be initiated (NO at step S19), the procedure ends and typically returns to a state where the procedure restarts at step S1. However, if it is determined that the stop mode should be initiated (YES at step S19), the procedure proceeds to step S20. At step S20, the procedure involves initiating the stop mode. Initiating the stop mode at step S21 may include setting the cadence range to a predetermined range associated with the speed level. This allows a speed level to be selected that enables a rider to accelerate quickly from a standstill, for example, to improve cycling performance.

[0045] Fig. Section 4 presents a method M2, which details a specific technique or procedure for implementing a high loading mode or high stress mode. As described above with regard to method M1, this is illustrated in Fig. 2 and Fig. 3 can be the second switching mode of a high load mode or high stress mode.

[0046] Step S22 of the procedure involves determining whether a high load mode should be initiated. In one embodiment, the high load mode can be initiated based on or relating to a driving resistance and / or an input energy or input force of the bicycle, as described in relation to procedure M1.

[0047] If it is determined that the high load mode should be initiated (YES at step S22), the procedure continues with step S23. At step S23, the procedure involves implementing a high load mode. The implementation of the high load mode S23 can include steps S24-S36. At step S24, the procedure involves detecting a transition cadence at a point during the transition to the high load mode. It should be noted that a high load mode transition can include a time period prior to the step of determining a speed level based on a detected driving resistance and a detected cadence.

[0048] In step S25, the procedure determines whether a transition cadence is greater than a lower bound of the cadence range for the instantaneous speed level. If it is determined that the transition cadence is greater than the lower bound of the cadence range for the instantaneous speed level (YES in step S25), the procedure proceeds to step S26. In step S26, the procedure involves adjusting the cadence range to have a lower bound that is less than the detected transition cadence and an upper bound that is greater than the detected transition cadence if the detected transition cadence is greater than a lower bound of the cadence range for an instantaneous speed level.

[0049] However, if it is determined that the transition cadence is not greater than the lower limit of the cadence range for the instantaneous speed level (NO at step S25), the procedure proceeds to step S27. At step S27, the procedure involves setting the cadence range to have a lower limit less than an instantaneous lower limit of the cadence range for an instantaneous speed level and an upper limit greater than an instantaneous upper limit of the cadence range if the detected transition cadence is less than or equal to the lower limit of the cadence range for the instantaneous speed level. At step S28, the procedure determines whether the detected cadence is below a lower limit of a set cadence range.

[0050] If the detected cadence is not below the lower limit of a set cadence range (NO in step S28), the procedure continues with step S32. However, if the detected cadence is below the lower limit of a set cadence range (YES in step S28), the procedure continues with step S29.

[0051] In step S29, the procedure involves determining whether a downshift is possible. If it is determined that a downshift is possible (YES in step S29), the procedure continues with step S30. If the current speed does not correspond to a predetermined minimum speed or engine speed, a downshift is possible. In step S20, the procedure involves ordering or commanding a downshift. However, if it is determined that a downshift is not possible (NO in step S29), the procedure continues with step S31. In step S31, the procedure involves preventing, locking, or blocking a downshift.

[0052] In step S32, the procedure determines whether the detected cadence is greater than an upper limit of a set cadence range. If the detected cadence is not greater than the upper limit of the set cadence range (NO in step S32), the procedure returns to step S28. However, if the detected cadence is greater than the upper limit of the set cadence range (YES in step S32), the procedure continues with step S33.

[0053] In step S33, the procedure involves determining whether an upshift is possible. If it is determined that an upshift is possible (YES in step S33), the procedure continues with step S334. In step S34, the procedure involves commanding or ordering an upshift. However, if it is determined that an upshift is not possible (NO in step S33), the procedure continues with step S35. If the current speed does not correspond to a predetermined maximum speed, a downshift is possible. In step S35, the procedure involves locking, blocking, or preventing the downshift.

[0054] However, if it is determined that the high load mode or high stress mode should not be initiated (NO at step S22), the procedure proceeds to step S36. At step S36, the procedure involves locking or blocking or preventing a downshift actuation if the controller does not initiate the high load mode and if an instantaneous speed level is equal to or less than a predetermined minimum downshift speed level. In one embodiment, the predetermined minimum downshift speed level is determined according to a user setting.

[0055] Fig. Section 5 presents a method M3 for controlling a switching operation in a control device for a bicycle. In step S37, the method involves determining a driving resistance. As explained above, the driving resistance can be determined using equation (1). Next, in step S36, the method involves determining a mode operation. As explained above, the modes of operation can include a first switching mode (e.g., a normal mode), a second switching mode (e.g., a high-load mode), a stop mode, and / or a speed-level-hopping mode. The switching mode can be selected based on the driving resistance, the bicycle speed, and / or the input energy or force.

[0056] Next, the procedure in step S39 involves setting a cadence range. The cadence range can be set based on the mode selected in step S38. This allows the cadence range to be modified based on driving resistance to improve shifting. For example, it may be desirable to increase the width or scope of the cadence range (e.g., widening the lower and / or upper cadence limit) in different operating modes to prevent unintended shifting while a rider is exerting a high level of energy or force. However, in other situations, the width or scope of the cadence ranges may need to be reduced.

[0057] In one embodiment, when the first switching mode is selected, the cadence range cannot be set. Step S40 involves determining the switching actuation, while step S41 involves determining the downshift permissions. However, it should be noted that the upshift permission can also be determined. Step S42 involves commanding the switching actuation. It should be noted that the automatic switching mechanism can thus operate without requiring user input.

[0058] Fig. Figure 6 shows a detailed procedure M4, which is one way to determine the driving resistance. However, several procedures for determining the driving resistance are provided.

[0059] In step S43, the procedure involves calculating the instantaneous input energy or force. Next, in step S44, the procedure integrates the instantaneous input or force to calculate the input energy or force. In step S45, the procedure determines whether there is a positive bicycle speed sensor measurement. If it is determined that there is no positive bicycle speed sensor measurement (NO in step S45), the procedure ends. However, if there is a positive bicycle speed sensor measurement (YES in step S45), the procedure continues with step S46. In step S46, the procedure calculates the change in work.

[0060] In step S47, the procedure involves calculating the driving resistance as the difference between work and input energy or input force. This allows the driving resistance to be accurately determined when used to select the switching mode. Next, in step S48, the procedure resets the input force or input energy input.

[0061] Fig. Section 7 describes a detailed procedure M5, which is a switching mode selection procedure. In step S49, the procedure involves determining whether the bicycle speed is zero. If the bicycle speed is zero (YES in step S49), the procedure continues with step S50. In step S50, the procedure involves initiating a stop mode by setting a zero-speed indicator or flag.

[0062] However, if the bicycle speed is not zero (NO at step S49), the procedure continues with step S51. In step S51, the procedure involves determining whether the driving resistance exceeds a first threshold. If the driving resistance does not exceed the first threshold (NO at step S51), the procedure continues with step S52. In step S52, the procedure involves implementing a normal mode. As explained above, in the normal mode, a speed level can be determined based on the detected cadence.

[0063] However, if the driving resistance is above the first limit (YES in step S51), the procedure proceeds to step S53. In step S53, the procedure involves determining whether the input energy or input force is below a limit. If it is determined that the input energy or input force is not below the limit (NO in step S53), the procedure proceeds to step S54. In step S54, the procedure involves implementing a high load mode or high stress mode. As explained above, in the high load mode, a speed level can be determined based on the detected driving resistance and the detected cadence. However, if it is determined that the input energy or input force is below the limit (YES in step S53), the procedure proceeds to step S55.Step S55 of the procedure involves implementing a normal mode. Procedure M5 allows both the driving resistance and the input energy or force to be considered during the switching mode selection in order to improve the switching operation.

[0064] Fig. Figure 8 shows a detailed procedure M6, which is a switching mode selection procedure. In step S56, the procedure includes determining whether a high load mode or a high stress mode should be implemented. If it is determined that the high load mode should be implemented (YES in step S56), the procedure proceeds to step S57. In step S57, the procedure determines whether the lower limit of an instantaneous cadence range is greater than a cadence at a point in time during the transition to the high load mode.

[0065] If it is determined that the lower limit of the instantaneous cadence range is greater than the cadence at the time of average transition to high-intensity mode (JA at step S57), the procedure proceeds to step S58. At step S58, the procedure involves subtracting three revolutions per minute (rpm) from the cadence at a time of transition to high-intensity mode to define the lower limit of the cadence range, and adding twenty revolutions per minute (rpm) to the cadence at the time of transition to high-intensity mode to define the upper limit of the cadence range.

[0066] However, if it is determined that the lower limit of the instantaneous cadence range is no greater than the cadence at the time of transition to the high-load mode (NO at step S57), the procedure proceeds to step S59. At step S59, the procedure involves subtracting three revolutions per minute (rpm) from the lower limit of the instantaneous cadence range to define the lower limit of the cadence range, and adding twenty revolutions per minute (rpm) to the upper limit of the instantaneous cadence range to define the upper limit of the cadence range. It should be noted that the scope or extent of the cadence range setting described in steps S58 and S59 are exemplary and other suitable cadence range setting values ​​may be used in other embodiments.

[0067] If it is determined that the high-load mode should not be initiated (NO at step S56), the procedure proceeds to step S60. At step S60, the procedure involves determining whether a zero-speed indicator or zero-speed flag is set. The zero-speed indicator can be set when the bicycle speed is less than a predetermined value or is essentially zero.

[0068] If a zero-speed indicator or flag is set (YES in step S60), the procedure continues with step S61, which involves setting the cadence according to the speed value. Exemplary cadence ranges and associated speed levels are shown or described in step S42. However, many additional or alternative speed levels and associated limit ranges are provided.

[0069] If it is determined that the zero-speed indicator is not set (NO at step S60), the procedure proceeds to step S63. At step S63, the procedure involves determining whether the speed-hopping indicator is set. If it is determined that the speed-hopping indicator is not set (NO at step S63), the procedure proceeds to step S64. At step S64, the procedure involves defining a cadence range by subtracting ten revolutions per minute (rpm) from the standard cadence to define the lower limit and adding ten revolutions per minute (rpm) to the standard cadence to define the upper limit. In one embodiment, the standard cadence may be programmable by the user. Furthermore, the initial standard cadence may, for example, be a predetermined value, such as 60 revolutions per minute (rpm).

[0070] However, if it is determined that the speed-level jumping indicator is not set (YES at step S63), the procedure proceeds to step S65. At step S65, the procedure involves defining the cadence range by subtracting twenty revolutions per minute (rpm) from the standard cadence to define the lower limit and adding twenty revolutions per minute (rpm) to the standard cadence to define the upper limit. It should be noted that the cadence range settings in steps S64 and S65 are exemplary and several cadence range settings are provided. Procedure M6 allows the cadence range of an instantaneous speed level to be set based on, or rather, the speed level.based on different operating conditions in the bicycle to be adjusted in order to improve the shifting operation by increasing the limits of the cadence range in order to prevent unwanted shifting during the selected periods of bicycle operation.

[0071] Fig. Figure 9 shows a detailed procedure M7, which represents a shift actuation. In step S66, the procedure determines whether the high load mode or high stress mode is selected. If it is determined that the high load mode is selected (YES in step S66), the procedure continues with step S67. In step S67, the procedure involves allowing the downshift actuation. It should be noted that a downshift involves an actuation in the automatic derailleur, where a lower gear is selected by a shifting device, for example, a front derailleur.

[0072] However, if it is determined that the high load mode is not selected (NO at step S66), the procedure continues to step S68. At step S68, the procedure involves determining whether an instantaneous speed level is greater than or equal to a predetermined minimum speed level for downshifting. If it is determined that the instantaneous speed level is greater than or equal to the predetermined minimum speed level for downshifting (YES at step S68), the procedure continues to step S69. At step S69, the procedure involves allowing or permitting the downshift operation. However, if it is determined that the instantaneous speed level is not greater than or equal to the predetermined minimum speed level for downshifting (NO at step S68), the procedure continues to step S70. At step S70, the procedure involves prohibiting or...Prohibiting downshifting. Method M7 allows downshifting to occur when a high-load mode is implemented and when the speed level is higher than a minimum speed level, thus reducing the amount of energy or force a driver needs to apply to the crankshaft. As a result, driving efficiency can be increased and driver fatigue can be reduced. Fig. Figure 10 shows a side view of an exemplary bicycle 1, which is schematically represented in Fig. Figure 1 has been shown. The control device 10, including the controller 3 and the input device 6, is also shown in Figure 1. Fig.Figure 10 is shown. Additionally, the automatic derailleur 2, which includes the shifting device 17 (e.g., front and rear derailleurs), is also shown. As explained above, the controller 3 can instruct or command the shifting device 17 to adjust the speed level in the automatic derailleur. The bicycle further includes the wheels 71 and a frame 72.

[0073] The term "comprehensive" and its derivatives as used herein are to be understood as open terms that specify the presence of the aforementioned features, components, groups, integers, and / or steps. The foregoing also applies to words with similar meanings, such as "exhibit," "include," and their derivatives.

[0074] Finally, the magnitude terms, such as "approximately", as used here, mean a reasonable amount of deviation of the modified term so that the final result is not significantly altered (e.g. manufacturing tolerance).

[0075] While only selected embodiments of the bicycle and the control device have been described in detail, the specific arrangements disclosed are intended solely for illustration and not as limitations. The features of the different embodiments as described above, as well as their modifications, can be combined multiple times without deviating from the scope of the disclosure.

Claims

[1] Control device (10) for an automatic shifting mechanism (2) of a bicycle, comprising: a controller (3) configured to instruct the automatic switching mechanism (2) to switch between a plurality of speed levels, each speed level having an associated cadence range; wherein the controller (3) is further configured to determine a driving resistance of the bicycle, and if the driving resistance exceeds a predetermined limit, the controller (3) is configured to set at least one of the cadence ranges; and Following the setting of at least one cadence range, the controller (3) is further designed to actuate the automatic switching mechanism (2) in order to switch with respect to the set cadence range and a detected cadence. [2] Control device (10) according to claim 1, in which the controller (3) is configured to receive sensor inputs from at least one of a bicycle speed sensor (11), a crank rotation speed sensor (12) and a cadence sensor (13), and to calculate the driving resistance with respect to the sensor inputs. [3] Control device (10) according to claim 2, in which the controller (3) is configured to calculate the driving resistance according to the formula: ∫T×Ndt−12m(v2−v1)2 at which T = torque; N = Number of crankshaft rotations (per unit of time); m = mass of the bicycle and a rider; and v = bicycle speed is. [4] Control device (10) according to one of claims 1 to 3, in which the controller (3) is further designed, to determine, in a first switching mode, a speed level with respect to the detected cadence from a plurality of speed levels, each of which has an associated cadence range; and to determine a speed level in a second switching mode with respect to the detected driving resistance and the detected cadence. [5] Control device (10) according to claim 4, wherein the first switching mode is a normal mode which is applied when the driving resistance does not exceed / exceeds the predetermined limit and the second switching mode is a high load mode which is applied when the driving resistance exceeds / exceeds the predetermined limit. [6] Control device (10) according to claim 4 or 5, wherein the cadence ranges for at least two of the speed levels are the same or overlap. [7] Control device (10) according to claims 4 to 6, in which, in the first switching mode, the cadence range for at least one of the speed levels is determined with respect to a target cadence. [8] Control device (10) according to one of claims 4 to 7, in which, in the first switching mode, the target cadence is programmable by a user. [9] Control device (10) according to one of claims 4 to 8, wherein the controller (3) is further configured to initiate a speed-level jumping mode in which a temporary cadence range is set to be greater than the cadence range in the first switching mode, and if the cadence is outside the temporary cadence range in the speed-level jumping mode, the controller (3) initiates the first switching mode again if the controller (3) does not initiate the second switching mode. [10] Control device (10) according to one of claims 4 to 9, wherein the controller (3) is further designed to initiate a stop mode when a bicycle speed is detected which is essentially zero, and wherein in the stop mode the cadence range is set to a predetermined cadence range associated with the speed level. [11] Control device (10) according to any one of claims 4 to 10, wherein the controller (3) is further designed to initiate a high load mode when the input energy equals or exceeds a predetermined limit. [12] Control device (10) according to claim 11, wherein the controller (3) is further configured to detect a transition cadence at the time of transition to the high load mode, and is configured to adjust the cadence range to have a lower limit which is less than the detected transition cadence and an upper limit which is higher than the detected transition cadence when the detected transition cadence is greater than a lower limit of the cadence range for an instantaneous speed level. [13] Control device (10) according to claim 11, wherein the controller (3) is further configured to detect a transition cadence at a time of transition to the high load mode, and is configured to adjust the cadence range to have a lower limit which is less than an instantaneous lower limit of the cadence range for an instantaneous speed level, and an upper limit which is higher than an instantaneous upper limit of the cadence range, when the detected transition cadence is less than or equal to the lower limit of the cadence range for the instantaneous speed level. [14] Control device (10) according to one of claims 11 to 13, in which, when the detected cadence falls below a lower limit of a set cadence range in the high load mode, the controller (3) is configured to determine whether downshifting is possible and, if so, to arrange for downshifting; and wherein the controller (3) is further designed to prevent or inhibit a downshift operation if the controller (3) does not initiate the high load mode, and if an instantaneous speed level is equal to or less than a predetermined minimum downshift speed level. [15] Control device (10) according to claim 14, in which the predetermined minimum downshift speed level is determined according to a user setting.

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