Control device for human powered vehicle

Abstract

To provide a control device for a human powered vehicle that can properly control a speed changer.SOLUTION: A control device for a human powered vehicle is provided with a control part that controls a speed changer that changes a ratio of a rotation speed of a wheel to a rotation speed of a crank shaft of the human powered vehicle. The control part is configured to change the ratio in accordance with a speed change condition; is configured to be able to control the speed changer so that change of the ratio in accordance with the speed change condition is suppressed when an acceleration value of the human powered vehicle is below a predetermined acceleration value more than when the acceleration value is larger than the predetermined acceleration value; and is configured to be able to change the predetermined acceleration value on the basis of human driving power inputted to the human powered vehicle.SELECTED DRAWING: Figure 2

Description

[Technical field]

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

[0002] For example, a control device for a human-powered vehicle disclosed in Patent Document 1 controls a transmission of the human-powered vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2013-47085 A Summary of the Invention [Problem to be solved by the invention]

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

[0005] A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle, and includes a control unit that controls a transmission that changes the ratio of the rotational speed of the wheels to the rotational speed of the crankshaft of the human-powered vehicle, the control unit being configured to change the ratio in accordance with a gear-changing condition, and being configured to be able to control the gear-changing device so that when an acceleration value of the human-powered vehicle is equal to or less than a predetermined acceleration value, the change in the ratio due to the gear-changing condition is suppressed more than when the acceleration value is greater than the predetermined acceleration value, and being configured to be able to change the predetermined acceleration value based on the human-powered driving force input to the human-powered vehicle. According to the control device of the first aspect, the change in ratio can be suppressed by using a predetermined acceleration value that is suitable for the manual driving force, so that the control unit can suitably control the transmission.

[0006] In the control device of a second aspect according to the first aspect of the present disclosure, the control unit is configured to increase the predetermined acceleration value as the manual driving force increases. According to the control device of the second aspect, the change in the ratio can be suppressed as the manual driving force increases.

[0007] In the control device of a third aspect according to the second aspect of the present disclosure, the control unit is configured to increase the predetermined acceleration value in a stepwise manner as the manual driving force increases. According to the control device of the third aspect, the larger the manual driving force is, the larger the predetermined acceleration value is, so that the calculation load can be reduced.

[0008] In the control device of a fourth aspect according to any one of the first to third aspects of the present disclosure, the control unit is configured to control the transmission so that an increase in the ratio is suppressed more when the acceleration value is equal to or less than the predetermined acceleration value than when the acceleration value is greater than the predetermined acceleration value. According to the control device of the fourth aspect, when the acceleration value is equal to or less than a predetermined acceleration value, an increase in the ratio can be suppressed, and therefore an increase in the load on the rider is suppressed.

[0009] In the control device of a fifth aspect according to any one of the first to fourth aspects of the present disclosure, the control unit is configured to be able to change the predetermined acceleration value according to the ratio. According to the control device of the fifth aspect, it is possible to suppress changes in the ratio by using a predetermined acceleration value that is suitable for the ratio.

[0010] In the control device of a sixth aspect in accordance with the fifth aspect of the present disclosure, the control unit is configured to make the predetermined acceleration value when the ratio is equal to or less than a predetermined ratio larger than the predetermined acceleration value when the ratio is greater than the predetermined ratio. According to the control device of the sixth aspect, when the ratio is equal to or smaller than a predetermined ratio, the change in the ratio can be suppressed more than when the ratio is greater than the predetermined ratio.

[0011] In the control device of a seventh aspect according to any one of the first to sixth aspects of the present disclosure, the control unit is configured to set the predetermined acceleration value to a constant value when the manual driving force is equal to or less than a predetermined driving force. According to the control device of the seventh aspect, since the predetermined acceleration value when the manual driving force is equal to or less than the predetermined driving force is constant, it is possible to prevent the predetermined acceleration value when the manual driving force is equal to or less than the predetermined driving force from becoming excessively small.

[0012] In the control device of an eighth aspect according to a seventh aspect of the present disclosure, the predetermined acceleration value when the manual driving force is equal to or less than the predetermined driving force is equal to or less than the predetermined acceleration value when the manual driving force is greater than the predetermined driving force. According to the control device of the eighth aspect, when the manual driving force is equal to or less than the predetermined driving force, the change in the ratio is less likely to be suppressed than when the manual driving force is greater than the predetermined driving force.

[0013] In the control device of a ninth aspect according to any one of the first to eighth aspects of the present disclosure, the control unit is configured to make the predetermined acceleration value when the ratio is less than or equal to a first ratio greater than the predetermined acceleration value when the ratio is greater than the first ratio. According to the control device of the ninth aspect, when the ratio is equal to or less than the first ratio, changes in the ratio are more likely to be suppressed than when the ratio is greater than the first ratio.

[0014] In the control device of a tenth aspect according to any one of the first to ninth aspects of the present disclosure, the control unit is configured to reduce the predetermined acceleration value when the ratio is less than or equal to a second ratio and when a road surface gradient of a road on which the human-powered vehicle is traveling changes from a first gradient corresponding to an uphill slope to less than or equal to a second gradient smaller than the first gradient. According to the control device of the tenth aspect, when the ratio is equal to or less than the second ratio and the road surface gradient changes from a first gradient corresponding to an uphill slope to a second gradient smaller than the first gradient, the change in the ratio is less likely to be suppressed.

[0015] In the control device of an eleventh aspect according to any one of the first to tenth aspects of the present disclosure, the control unit is configured to set the predetermined acceleration value when the ratio is greater than or equal to a third ratio to less than the predetermined acceleration value when the ratio is smaller than the third ratio. According to the control device of the eleventh aspect, when the ratio is equal to or greater than the third ratio, the change in the ratio is less likely to be suppressed than when the ratio is smaller than the third ratio.

[0016] In the control device of a twelfth aspect according to an eleventh aspect of the present disclosure, the control unit is configured to set the predetermined acceleration value to a constant value when the ratio is equal to or greater than the third ratio. According to the control device of the twelfth aspect, when the ratio is equal to or greater than the third ratio, it is possible to prevent the predetermined acceleration value from becoming excessively small.

[0017] In a control device of a thirteenth aspect according to any one of the first to twelfth aspects of the present disclosure, the acceleration value is defined as an amount of change in the vehicle speed during a period from a first detection of the vehicle speed to a second detection after the first detection. According to the control device of the thirteenth aspect, the change in the ratio can be suppressed based on the amount of change in the vehicle speed.

[0018] In the control device of a fourteenth aspect according to the thirteenth aspect of the present disclosure, the predetermined acceleration value is equal to or greater than -2 km / h and equal to or less than 3 km / h. According to the control device of the fourteenth aspect, the change in the ratio can be suppressed based on a predetermined acceleration value that is equal to or greater than -2 km / h and equal to or less than 3 km / h.

[0019] In a control device of a fifteenth aspect according to any one of the first to fourteenth aspects of the present disclosure, the control unit is configured to be able to select either a first mode or a second mode, and the predetermined acceleration value when the first mode is selected is different from the predetermined acceleration value when the second mode is selected. According to the control device of the fifteenth aspect, the transmission can be controlled in accordance with different predetermined acceleration values ​​by selecting either the first mode or the second mode.

[0020] In the control device of a sixteenth aspect according to any one of the first to fifteenth aspects of the present disclosure, the gear shift condition relates to at least one of a running state and a running environment of the human-powered vehicle. According to the control device of the sixteenth aspect, the transmission can be suitably controlled in accordance with at least one of the running state and the running environment of the human-powered vehicle.

[0021] In the control device of a seventeenth aspect according to any one of the first to sixteenth aspects of the present disclosure, the gear shift conditions include at least one of a rotation speed of the crankshaft, the manual driving force, and a vehicle speed. According to the control device of the seventeenth aspect, the transmission can be suitably controlled in response to at least one of the rotation speed of the crankshaft, the human driving force, and the vehicle speed.

[0022] In the control device of aspect 18 according to any one of aspects 1 to 17 of the present disclosure, the gear shifting condition includes a rotational speed of the crankshaft, and the control unit controls the gear shifting device to increase the ratio when the rotational speed of the crankshaft is greater than an upper threshold, and controls the gear shifting device to decrease the ratio when the rotational speed of the crankshaft is less than a lower threshold. According to the control device of the 18th aspect, when the rotation speed of the crankshaft is greater than an upper threshold, the transmission can be controlled to increase the ratio, and when the rotation speed of the crankshaft is less than a lower threshold, the transmission can be controlled to decrease the ratio. Effect of the Invention

[0023] The control device for a human-powered vehicle according to the present disclosure can suitably control the transmission. [Brief description of the drawings]

[0024] [Figure 1] 1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to an embodiment. [Diagram 2] FIG. 2 is a block diagram showing the electrical configuration of the human-powered vehicle of FIG. [Diagram 3]3 is a flowchart of a process for changing a mode, which is executed by the control unit of FIG. 2. [Figure 4] 3 is a flowchart of a process executed by the control unit of FIG. 2 to control the transmission. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0025] <Embodiment> A control device 60 for a human-powered vehicle will be described with reference to Figs. 1 to 4. A human-powered vehicle is a vehicle that has at least one wheel and can be driven at least by human-powered driving force. For example, human-powered vehicles include various types of bicycles such as mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbents. The number of wheels that a human-powered vehicle has is not limited. For example, human-powered vehicles include vehicles with one wheel and two or more wheels. Human-powered vehicles are not limited to vehicles that can be driven only by human-powered driving force. Human-powered vehicles include E-bikes that use not only human-powered driving force but also the driving force of an electric motor for propulsion. E-bikes include electric-assisted bicycles whose propulsion is assisted by an electric motor. In the following, in each embodiment, a human-powered vehicle will be described as a bicycle.

[0026] The human-powered vehicle 10 includes a crankshaft 12, a first rotating body 14, wheels 16, a second rotating body 18, and a transmission body 20. The crankshaft 12 is configured to receive human-powered driving force. The first rotating body 14 is connected to the crankshaft 12. The second rotating body 18 is connected to the wheels 16. The transmission body 20 is configured to engage with the first rotating body 14 and the second rotating body 18 to transmit driving force between the first rotating body 14 and the second rotating body 18.

[0027] For example, the human-powered vehicle 10 further includes a vehicle body 24. For example, the vehicle body 24 includes a frame 26. For example, the wheels 16 include a front wheel 16F and a rear wheel 16R. For example, the crankshaft 12 is rotatable relative to the frame 26. For example, the human-powered vehicle 10 includes a crank 28. The crank 28 includes the crankshaft 12 and two crank arms 28A and 28B. For example, the crank arm 28A is provided at a first end of the crankshaft 12 in the axial direction, and the crank arm 28B is provided at a second end of the crankshaft 12 in the axial direction. For example, the human-powered vehicle 10 includes two pedals 30. For example, one of the two pedals 30 is connected to the crank arm 28A. The other of the two pedals 30 is connected to the crank arm 28B. For example, the rear wheel 16R is driven by the rotation of the crankshaft 12. For example, the rear wheel 16R is supported by the frame 26.

[0028] A front wheel 16F is attached to the frame 26 via a front fork 32. A handlebar 36 is connected to the front fork 32 via a stem 34.

[0029] For example, the human-powered vehicle 10 further includes a drive mechanism 38. For example, at least one of the front wheel 16F and the rear wheel 16R and the crank 28 are connected by the drive mechanism 38. In this embodiment, the rear wheel 16R and the crank 28 are connected by the drive mechanism 38.

[0030] For example, the drive mechanism 38 includes at least one first rotating body 14, at least one second rotating body 18, and a transmission body 20. The at least one first rotating body 14 is connected to the crankshaft 12. The at least one second rotating body 18 is connected to the wheels 16. The transmission body 20 is configured to engage with the at least one first rotating body 14 and the at least one second rotating body 18 to transmit a driving force between the at least one first rotating body 14 and the at least one second rotating body 18. For example, the transmission body 20 transmits the rotational force of the at least one first rotating body 14 to the at least one second rotating body 18.

[0031] For example, the at least one first rotating body 14 and the crankshaft 12 are arranged coaxially. The at least one first rotating body 14 and the crankshaft 12 may not be arranged coaxially. For example, when the at least one first rotating body 14 and the crankshaft 12 are not arranged coaxially, the at least one first rotating body 14 and the crankshaft 12 are connected via a first transmission mechanism. The first transmission mechanism may include a plurality of gears, may include a sprocket and a chain, may include a pulley and a belt, or may include a shaft and a bevel gear. For example, the at least one first rotating body 14 includes at least one first sprocket.

[0032] For example, the at least one second rotating body 18 and the rear wheel 16R are arranged coaxially. The at least one second rotating body 18 and the rear wheel 16R may not be arranged coaxially. For example, when the at least one second rotating body 18 and the rear wheel 16R are not arranged coaxially, the at least one second rotating body 18 and the rear wheel 16R are connected via a second transmission mechanism. The second transmission mechanism may include a plurality of gears, may include a sprocket and a chain, may include a pulley and a belt, or may include a shaft and a bevel gear. For example, the at least one second rotating body 18 includes at least one second sprocket.

[0033] At least one of the second rotating bodies 18 and the rear wheel 16R are connected via a third one-way clutch. For example, the third one-way clutch includes at least one of a roller clutch, a sprag clutch, and a ratchet clutch. The third one-way clutch is configured to transmit a driving force from the second rotating body 18 to the rear wheel 16R when the second rotating body 18 rotates in association with the forward rotation of the first rotating body 14, and to allow relative rotation between the rear wheel 16R and the second rotating body 18 when the speed at which the rear wheel 16R rotates forward is higher than the speed at which the second rotating body 18 rotates forward.

[0034] For example, the human-powered vehicle 10 further includes a battery 40. The battery 40 includes one or more battery elements. The battery element includes a rechargeable battery. For example, the battery 40 is configured to supply power to the control device 60 and the transmission 42. For example, the battery 40 is connected to the control device 60 so as to be able to communicate with the control device 60 via wired or wireless communication. For example, the battery 40 can communicate with the control device 60 via Power Line Communication (PLC), a Controller Area Network (CAN), or a Universal Asynchronous Receiver / Transmitter (UART).

[0035] The human-powered vehicle 10 further includes, for example, a transmission 42. The transmission 42 changes the ratio R of the rotational speed of the wheels 16 to the rotational speed of the crankshaft 12 of the human-powered vehicle 10. The transmission 42 is provided, for example, in a transmission path of the human-powered driving force in the human-powered vehicle 10, and is configured to change the ratio R. The ratio R is, for example, the ratio R of the rotational speed of the wheels 16 to the rotational speed of the crank 28. The rotational speed of the wheels 16 includes, for example, the rotational speed of the drive wheels.

[0036] The transmission 42 includes, for example, at least one of a derailleur 42A and an internal gear shifter. The human-powered vehicle 10 of this embodiment further includes a derailleur 42A. The transmission 42 of this embodiment includes the derailleur 42A. The derailleur 42A is configured to operate the transmission body 20 to change the ratio R of the rotational speed of the wheels 16 to the rotational speed of the crankshaft 12. The derailleur 42A includes, for example, at least one of a front derailleur and a rear derailleur. When the derailleur 42A includes at least one of a front derailleur and a rear derailleur, the transmission body 20 includes a chain.

[0037] The derailleur 42A, for example, moves the transmission body 20 engaged with one of the plurality of sprockets to another of the plurality of sprockets. When the transmission 42 includes an internal transmission, the internal transmission is provided, for example, in a hub of the rear wheel 16R. The internal transmission may include a CVT (Continuously Variable Transmission). The transmission 42 includes, for example, an electric actuator 42B. The electric actuator 42B is configured, for example, to operate the transmission 42. The electric actuator 42B is configured, for example, to operate the derailleur 42A.

[0038] The derailleur 42A is configured to operate the transmission body 20 to change the ratio R of the rotational speed of the wheels 16 to the rotational speed of the crankshaft 12. For example, the derailleur 42A is provided in a transmission path of the human-powered driving force in the human-powered vehicle 10, and is configured to change the ratio R. For example, the derailleur 42A operates the transmission body 20 to change the engagement state of at least one of the at least one first rotating body 14 and the at least one second rotating body 18 with the transmission body 20, thereby changing the ratio R. The relationship between the ratio R, the rotational speed of the wheels 16, and the rotational speed of the crankshaft 12 is expressed by Equation (1). In Equation (1), R indicates the ratio R. In Equation (1), W indicates the rotational speed of the wheels 16. In Equation (1), C indicates the rotational speed of the crankshaft 12. Equation (1): R = W (rpm) / C (rpm)

[0039] For example, the derailleur 42A can change the ratio R for at least one shift stage. For example, the derailleur 42A is configured to operate the transmission body 20 to change the at least one shift stage. For example, the at least one shift stage is set according to at least one of the at least one first rotating body 14 and the at least one second rotating body 18. For example, when the at least one shift stage includes a plurality of shift stages, a different ratio R is set for each of the plurality of shift stages. For example, the higher the shift stage, the larger the ratio R.

[0040] For example, when at least one first rotating body 14 includes a plurality of first rotating bodies 14 and at least one second rotating body 18 includes a plurality of second rotating bodies 18, the speed change stage is set according to a combination of one of the plurality of first rotating bodies 14 and one of the plurality of second rotating bodies 18. For example, when at least one first rotating body 14 includes one first rotating body 14 and at least one second rotating body 18 includes a plurality of second rotating bodies 18, the speed change stage is set according to the number of the plurality of second rotating bodies 18. For example, when at least one first rotating body 14 includes a plurality of first rotating bodies 14 and at least one second rotating body 18 includes one second rotating body 18, the speed change stage is set according to the number of the plurality of first rotating bodies 14.

[0041] For example, the derailleur 42A moves a chain engaged with one of the multiple sprockets to another of the multiple sprockets. For example, a combination of a sprocket with the smallest number of teeth among the multiple first sprockets and a sprocket with the largest number of teeth among the multiple second sprockets corresponds to the smallest gear shifting stage that can be achieved by the derailleur 42A. For example, a combination of a sprocket with the largest number of teeth among the multiple first sprockets and a sprocket with the smallest number of teeth among the multiple second sprockets corresponds to the largest gear shifting stage that can be achieved by the derailleur 42A.

[0042] When the derailleur 42A includes a front derailleur, for example, the first rotating bodies 14 include two or more and three or less first sprockets. For example, the first rotating bodies 14 include two first sprockets.

[0043] When the derailleur 42A includes a front derailleur, for example, the derailleur 42A is configured to move the transmission body 20 from one of the multiple first rotating bodies 14 to another of the multiple first rotating bodies 14 in a gear shifting operation. The front derailleur operates the transmission body 20 to change the engagement state between at least one of the first rotating bodies 14 and the transmission body 20, thereby changing the ratio R. For example, the multiple first rotating bodies 14 include a multiple number of first sprockets.

[0044] For example, when the derailleur 42A includes a rear derailleur, the at least one second rotating body 18 includes 2 to 20 second sprockets. For example, the plurality of second rotating bodies 18 includes 12 second sprockets.

[0045] For example, the human-powered vehicle 10 further includes a gear shift operation device 44. The gear shift operation device 44 is provided, for example, on the handlebar 36. The gear shift operation device 44 includes, for example, a first operation portion for increasing the ratio R and a second operation portion for decreasing the ratio R.

[0046] For example, the human-powered vehicle 10 further includes a vehicle speed detection unit 46. For example, the vehicle speed detection unit 46 is communicably connected to the control unit 62 by wire or wirelessly. For example, the vehicle speed detection unit 46 is configured to detect information related to the vehicle speed of the human-powered vehicle 10. For example, the vehicle speed detection unit 46 is configured to detect information related to the rotational speed of the wheels 16. For example, the vehicle speed detection unit 46 is configured to detect a magnet provided on at least one of the front wheels 16F and the rear wheels 16R.

[0047] For example, the vehicle speed detection unit 46 is configured to output a predetermined number of detection signals during one rotation of the wheels 16. For example, the predetermined number is 1. For example, the vehicle speed detection unit 46 outputs a signal corresponding to the rotation speed of the wheels 16. The control unit 62 can calculate the vehicle speed of the human-powered vehicle 10 based on the signal corresponding to the rotation speed of the wheels 16 and information relating to the circumference of the wheels 16. For example, the memory unit 64 stores information relating to the circumference of the wheels 16.

[0048] For example, the human-powered vehicle 10 further includes a human-powered driving force detection unit 48. The human-powered driving force detection unit 48 is communicatively connected to the control unit 62 by wire or wirelessly. The human-powered driving force detection unit 48 is configured to output a signal corresponding to the torque applied to the crankshaft 12 by the human-powered driving force. The signal corresponding to the torque applied to the crankshaft 12 by the human-powered driving force includes information related to the human-powered driving force input to the human-powered vehicle 10.

[0049] For example, the manual driving force detection unit 48 is provided on a member provided in the transmission path of the manual driving force or in the vicinity of a member included in the transmission path of the manual driving force. For example, the members included in the transmission path of the manual driving force include the crankshaft 12 and a member that transmits the manual driving force between the crankshaft 12 and at least one first rotor 14. For example, the power transmission unit is provided on the outer periphery of the crankshaft 12.

[0050] The manual driving force detection unit 48 includes a strain sensor, a magnetostrictive sensor, a pressure sensor, etc. The strain sensor includes a strain gauge. The manual driving force detection unit 48 may have any configuration as long as it can obtain information related to the manual driving force.

[0051] For example, the manual driving force detection unit 48 may be provided in the crank arms 28A, 28B or at least one of the two pedals 30. For example, when the manual driving force detection unit 48 is provided in at least one of the two pedals 30, the manual driving force detection unit 48 may include a sensor that detects pressure applied to at least one of the two pedals 30. For example, the manual driving force detection unit 48 may be provided in a chain included in the transmission body 20. For example, when the manual driving force detection unit 48 is provided in the chain, the manual driving force detection unit 48 may include a sensor that detects tension of the chain.

[0052] For example, the human-powered vehicle 10 further includes a crank rotation state detection unit 50. For example, the crank rotation state detection unit 50 is communicably connected to the control unit 62 by wire or wirelessly. The crank rotation state detection unit 50 detects the amount of rotation of at least one of the crankshaft 12 and the at least one first rotating body 14. For example, the crank rotation state detection unit 50 is configured to detect information corresponding to the rotation speed of the crankshaft 12. For example, the crank rotation state detection unit 50 is configured to detect information corresponding to the rotation speed of the at least one first rotating body 14. The information corresponding to the rotation speed of the crankshaft 12 includes an angular acceleration of the crankshaft 12. The information corresponding to the rotation speed of the at least one first rotating body 14 includes an angular acceleration of the at least one first rotating body 14.

[0053] For example, the crank rotation state detection unit 50 includes a magnetic sensor that outputs a signal according to the strength of a magnetic field. The crank rotation state detection unit 50 includes an annular magnet with multiple magnetic poles arranged in a circumferential direction. The annular magnet is provided between the crankshaft 12, at least one first rotor 14, or a power transmission path from the crankshaft 12 to the at least one first rotor 14. For example, the annular magnet includes one S pole and one N pole. The one S pole and the one N pole each extend continuously for 180° around the axis of the crankshaft 12.

[0054] For example, the crank rotation state detection unit 50 outputs a signal corresponding to at least one of the rotation speed of the crankshaft 12 and the rotation speed of the at least one first rotating body 14. For example, the crank rotation state detection unit 50 is configured to output a detection signal corresponding to the rotation angle of the crankshaft 12 during one rotation of at least one of the rotation speeds of the crankshaft 12 and the at least one first rotating body 14. The crank rotation state detection unit 50 may include an optical sensor, an acceleration sensor, a gyro sensor, a torque sensor, or the like instead of a magnetic sensor.

[0055] For example, the crank rotation state detection unit 50 is provided on the frame 26 of the human-powered vehicle 10. For example, when the crank rotation state detection unit 50 is provided on the frame 26, the crank rotation state detection unit 50 may be configured to include a vehicle speed sensor. When the crank rotation state detection unit 50 includes the vehicle speed sensor, the control unit 62 may be configured to calculate the rotation speed of the crankshaft 12 according to the vehicle speed detected by the vehicle speed sensor and the ratio R.

[0056] The crank rotation state detection unit 50 may be configured to detect the amount of rotation of the at least one second rotating body 18. The crank rotation state detection unit 50 may be configured to detect information corresponding to the rotation speed of the at least one second rotating body 18. For example, the information corresponding to the rotation speed of the at least one second rotating body 18 includes the angular acceleration of the at least one second rotating body 18. For example, the crank rotation state detection unit 50 may output a signal corresponding to the rotation speed of the at least one second rotating body 18.

[0057] For example, the human-powered vehicle 10 further includes a gradient detection unit 52. The gradient detection unit 52 includes, for example, at least one of an inclination sensor and a Global Positioning System (GPS) receiver. The inclination sensor includes, for example, at least one of a gyro sensor and an acceleration sensor. When the gradient detection unit 52 includes a GPS receiver, map information including information about the gradient of the road is stored in advance in the memory unit 64, and the control unit 62 acquires the gradient of the road at the current location of the human-powered vehicle 10.

[0058] The control device 60 for a human-powered vehicle includes a control unit 62. For example, the control unit 62 includes a calculation processing unit that executes a predetermined control program. For example, the calculation processing unit included in the control unit 62 includes a CPU (Central Processing Unit) or an MPU (Micro Processing Unit).

[0059] For example, the arithmetic processing device included in the control unit 62 may be provided in multiple locations that are separate from one another. For example, a part of the arithmetic processing device may be provided in the human-powered vehicle 10, and another part of the arithmetic processing device may be provided in a server connected to the Internet. When the arithmetic processing device is provided in multiple locations that are separate from one another, the parts of the arithmetic processing device are connected to each other so that they can communicate with each other via a wireless communication device. The control unit 62 may include one or more microcomputers.

[0060] For example, the control device 60 further includes a storage unit 64. For example, the storage unit 64 is communicably connected to the control unit 62 by wire or wirelessly. For example, the storage unit 64 stores a control program and information used in the control process. For example, the storage unit 64 includes, for example, a non-volatile memory and a volatile memory. For example, the non-volatile memory includes at least one of a Read-Only Memory (ROM), an Erasable Programmable Read Only Memory (EPROM), an Electrically Erasable Programmable Read-Only Memory (EEPROM), and a flash memory. For example, the volatile memory includes a Random Access Memory (RAM).

[0061] The control unit 62 controls the transmission 42. The control unit 62 is configured to change the ratio R in accordance with the transmission conditions. The control unit 62 is configured to be able to control the transmission 42 so that when the acceleration value of the human-powered vehicle 10 is equal to or less than a predetermined acceleration value, the change in the ratio R due to the transmission conditions is suppressed more than when the acceleration value is greater than the predetermined acceleration value. The control unit 62 is configured to be able to change the predetermined acceleration value based on the human-powered driving force input to the human-powered vehicle 10.

[0062] When the acceleration value is equal to or less than a predetermined acceleration value, the control unit 62 may suppress a change that increases the ratio R, and may not suppress a change that decreases the ratio R. When the acceleration value is equal to or less than a predetermined acceleration value, the control unit 62 may suppress both a change that increases the ratio R and a change that decreases the ratio R.

[0063] The control unit 62 operates the transmission 42 to change the ratio R, for example, when a gear-shifting condition is satisfied. The gear-shifting condition relates to, for example, at least one of the driving state and driving environment of the human-powered vehicle 10. The driving state includes, for example, at least one of the rotation speed of the crankshaft 12, the human-powered driving force, and the vehicle speed. The driving environment includes, for example, the gradient of the road. At least one of the driving state and the driving environment includes, for example, driving resistance. The driving resistance includes, for example, at least one of the air resistance, the rolling resistance, the gradient resistance, and the acceleration resistance.

[0064] The gear shifting conditions include, for example, at least one of the rotation speed of the crankshaft 12, the human driving force, and the vehicle speed. In this embodiment, the gear shifting conditions include the rotation speed of the crankshaft 12. For example, when the rotation speed of the crankshaft 12 is greater than an upper threshold, the control unit 62 controls the transmission 42 to increase the ratio R, and when the rotation speed of the crankshaft 12 is less than a lower threshold, the control unit 62 controls the transmission 42 to decrease the ratio R.

[0065] When the shifting condition includes the manual driving force, the shifting condition is satisfied, for example, when the manual driving force is outside a first range. When the shifting condition includes the vehicle speed, the shifting condition is satisfied, for example, when the vehicle speed is outside a second range.

[0066] The shifting condition includes at least one of the gradient of the road and the running resistance, for example. When the shifting condition includes the gradient of the road, the shifting condition is satisfied, for example, when the gradient of the road is outside a third range. When the shifting condition includes the running resistance, the shifting condition is satisfied, for example, when the running resistance is outside a fourth range.

[0067] The acceleration value is, for example, an increase in vehicle speed per unit period. The acceleration value is defined, for example, as an amount of change in vehicle speed during a period from a first detection of the vehicle speed to a second detection that is later than the first detection. The predetermined acceleration value is, for example, greater than or equal to -2km / h and less than or equal to 3km / h. The acceleration value may be acceleration. The acceleration value may include a negative acceleration value. The period from the first detection to the second detection is, for example, 0.01 seconds. The period from the first detection to the second detection may be, for example, an interval at which the vehicle speed detection unit 46 outputs a detection signal.

[0068] The control unit 62 is configured, for example, to increase the predetermined acceleration value as the manual driving force increases. The control unit 62 is configured, for example, to increase the predetermined acceleration value stepwise as the manual driving force increases. The control unit 62 divides the manual driving force into a plurality of levels, for example, in a range from 0 Nm to 100 Nm, and sets a predetermined acceleration value for each of the plurality of levels.

[0069] The control unit 62 is configured to be able to control the transmission 42 so that, for example, when the acceleration value is equal to or less than a predetermined acceleration value, the increase in the ratio R is suppressed more than when the acceleration value is greater than the predetermined acceleration value. The predetermined acceleration value is set, for example, based on the rider's load when the ratio R is increased. When the ratio R is equal to or less than the predetermined acceleration value, it corresponds to a state in which the rider's load is high due to, for example, an uphill slope, running resistance, or the like.

[0070] The control unit 62 is configured to be able to change the predetermined acceleration value according to, for example, the ratio R. The predetermined acceleration value is stored in advance in, for example, the storage unit 64. The storage unit 64 stores, for example, information related to the predetermined acceleration value. The information related to the predetermined acceleration value includes, for example, at least one of a table and an arithmetic expression.

[0071] The control unit 62 is configured to set the predetermined acceleration value when the manual driving force is equal to or less than the predetermined driving force to a constant value, for example. The predetermined acceleration value when the manual driving force is equal to or less than the predetermined driving force is, for example, equal to or less than the predetermined acceleration value when the manual driving force is greater than the predetermined driving force. The predetermined driving force is, for example, equal to or more than 10 Nm and equal to or less than 20 Nm. The predetermined driving force is, for example, 15 Nm. The predetermined driving force is set to a value that does not excessively increase the load on the rider even if the ratio R increases.

[0072] The control unit 62 is configured, for example, to make the predetermined acceleration value when the ratio R is equal to or smaller than the predetermined ratio R larger than the predetermined acceleration value when the ratio R is larger than the predetermined ratio R.

[0073] The control unit 62 is configured, for example, to make the predetermined acceleration value when the ratio R is equal to or less than a first ratio R1 larger than the predetermined acceleration value when the ratio R is larger than the first ratio R1. The first ratio R1 is set, for example, based on a ratio R that is suitable for starting the human-powered vehicle 10. The control unit 62 may be configured, for example, to control the transmission 42 so that the ratio R is equal to or less than the first ratio R1 when the human-powered vehicle 10 starts.

[0074] The control unit 62 is configured to reduce the predetermined acceleration value, for example, when the ratio R is equal to or less than a second ratio R2 and when the road gradient of the road on which the human-powered vehicle 10 runs changes from a first gradient corresponding to an uphill slope to a second gradient smaller than the first gradient or less. The second ratio R2 is set based on the ratio R at which the rotation speed of the crankshaft 12 is likely to change, for example, on an uphill slope.

[0075] The control unit 62 may be configured, for example, to set the predetermined acceleration value when the ratio R is equal to or greater than the third ratio R3 to be equal to or less than the predetermined acceleration value when the ratio R is smaller than the third ratio R3. The control unit 62 is configured, for example, to set the predetermined acceleration value when the ratio R is equal to or greater than the third ratio R3 to a constant value.

[0076] The control unit 62 is configured to be able to select, for example, either a first mode or a second mode. The predetermined acceleration value when the first mode is selected is different from the predetermined acceleration value when the second mode is selected.

[0077] The first mode is, for example, a mode corresponding to driving on mountain roads. The second mode is, for example, a mode corresponding to driving in town. The predetermined acceleration value when the first mode is selected is, for example, equal to or less than the predetermined acceleration value when the second mode is selected. The predetermined acceleration value when the first mode is selected may be greater than the predetermined acceleration value when the second mode is selected.

[0078] The control unit 62 is configured to be able to select either the first mode or the second mode in response to a mode change request, for example. The mode change request occurs, for example, when an operating device is operated. The operating device includes, for example, at least one of a cycle computer and a smartphone. The control unit 62 may determine that a mode change request has been made in response to an output from a sensor provided in the human-powered vehicle 10.

[0079] Table 1 shows an example of the relationship between the driving load, the mode, the ratio R, and the predetermined acceleration value. The predetermined acceleration value in Table 1 is the amount of change in each detection period of the vehicle speed. The manual driving force increases from the first level to the sixth level.

[0080] [Table 1]

[0081] The process of changing the mode by the control unit 62 will be described with reference to Fig. 3. For example, when power is supplied to the control unit 62, the control unit 62 starts the process and proceeds to step S11 of the flowchart shown in Fig. 3. When the flowchart of Fig. 3 ends, the control unit 62 repeats the process from step S11 after a predetermined period, for example, until the supply of power is stopped.

[0082] In step S11, the control unit 62 determines whether or not there is a mode change request. In step S11, the control unit 62 determines whether or not there is a mode change request. If there is no mode change request, the control unit 62 ends the process. If there is a mode change request, the control unit 62 proceeds to step S12.

[0083] In step S12, the control unit 62 determines whether or not the mode is the first mode. If the mode is the first mode, the control unit 62 proceeds to step S13. In step S13, the control unit 62 selects the second mode and ends the process. If the mode is not the first mode in step S12, the control unit 62 proceeds to step S14. In step S14, the control unit 62 selects the first mode and ends the process.

[0084] The control unit 62 suppresses the change in the ratio R, for example, by changing the shifting conditions. The control unit 62 suppresses the change in the ratio R, for example, by changing a range included in the shifting conditions. When the shifting conditions include the rotation speed of the crankshaft 12, the control unit 62 suppresses the change that increases the ratio R, for example, by increasing an upper limit threshold. The shifting conditions include, for example, a first shifting condition and a second shifting condition. When the acceleration value is equal to or less than a predetermined acceleration value, the control unit 62 controls the transmission 42, for example, based on the first shifting condition. When the acceleration value is greater than the predetermined acceleration value, the control unit 62 controls the transmission 42, for example, based on the second shifting condition. The control unit 62 may not change the range included in the shifting conditions, and may prohibit the change in the ratio R when the acceleration value is equal to or less than the predetermined acceleration value.

[0085] The process of control unit 62 controlling transmission 42 will be described with reference to Fig. 4. When power is supplied to control unit 62, for example, control unit 62 starts the process and proceeds to step S21 of the flowchart shown in Fig. 4. When the flowchart of Fig. 4 ends, control unit 62 repeats the process from step S21 after a predetermined period, for example, until the supply of power is stopped.

[0086] In step S21, the control unit 62 sets a predetermined acceleration value, and the process proceeds to step S22. The control unit 62 sets the predetermined acceleration value based on Table 1, for example.

[0087] In step S22, the control unit 62 determines whether the acceleration value is equal to or less than a predetermined acceleration value. If the acceleration value is equal to or less than the predetermined acceleration value, the control unit 62 proceeds to step S23. In step S23, the control unit 62 controls the transmission 42 based on the first gear shifting condition, and ends the process.

[0088] If the acceleration value is not equal to or less than the predetermined acceleration value in step S22, the control unit 62 proceeds to step S24. In step S24, the control unit 62 controls the transmission 42 based on the second gear shifting condition, and ends the process.

[0089] <Example of change> The description of the embodiments is merely an example of possible forms of a control device for a human-powered vehicle according to the present disclosure, and is not intended to limit the forms. A control device for a human-powered vehicle according to the present disclosure may take the form of, for example, modified examples of the embodiments shown below, or a combination of at least two modified examples that are not mutually contradictory. In the modified examples below, parts that are common to the embodiments are given the same reference numerals as the embodiments, and descriptions thereof are omitted.

[0090] The control unit 62 may be configured to be able to control the transmission 42 so that when the acceleration value is equal to or less than a predetermined acceleration value, the decrease in the ratio R is suppressed more than when the acceleration value is greater than the predetermined acceleration value. In this modified example, when the acceleration value is equal to or less than the predetermined acceleration value, the ratio R is less likely to decrease, so that a further decrease in the vehicle speed is suppressed. Therefore, the control unit 62 can suitably control the transmission 42.

[0091] The control unit 62 may be configured to reduce the predetermined acceleration value as the human driving force increases. In this modification, the higher the rider's load, the more difficult it is to suppress an increase in the ratio R. Therefore, for example, when climbing a slope during a race, the vehicle speed is likely to increase when the rider's load is high. Therefore, the control unit 62 can suitably control the transmission 42.

[0092] The control unit 62 may be configured to change the predetermined acceleration value based on parameters related to a road load other than the human-powered driving force, instead of or in addition to the human-powered driving force. The parameters related to a road load other than the human-powered driving force include, for example, at least one of the vehicle speed, the acceleration value, the rotation speed of the crankshaft 12, the gradient of the road on which the human-powered vehicle 10 travels, and the ratio R.

[0093] The term "at least one" as used herein means "one or more" of the desired options. As an example, the term "at least one" as used herein means "only one option" or "both of two options" if the number of options is two. As another example, the term "at least one" as used herein means "only one option" or "any combination of two or more options" if the number of options is three or more. [Explanation of symbols]

[0094] 10... human-powered vehicle, 12... crankshaft, 16... wheels, 42... transmission, 60... control device, 62... control unit.

Claims

1. A control device for a human-powered vehicle, a control unit for controlling a transmission that changes a ratio of a rotation speed of a wheel to a rotation speed of a crankshaft of the human-powered vehicle; The control unit is The ratio is changed according to a shift condition. the transmission is configured to be controllable such that, when an acceleration value of the human-powered vehicle is equal to or smaller than a predetermined acceleration value, the change in the ratio due to the gear shift condition is suppressed more than when the acceleration value is greater than the predetermined acceleration value, a control device configured to be able to change the predetermined acceleration value based on a human-powered driving force input to the human-powered vehicle.

2. The control device according to claim 1 , wherein the control unit is configured to increase the predetermined acceleration value as the manual driving force increases.

3. The control device according to claim 2 , wherein the control unit is configured to increase the predetermined acceleration value in a stepwise manner as the manual driving force increases.

4. The control device according to claim 2 , wherein the control unit is configured to be capable of controlling the transmission such that an increase in the ratio is suppressed more when the acceleration value is equal to or less than the predetermined acceleration value than when the acceleration value is greater than the predetermined acceleration value.

5. The control device according to claim 2 , wherein the control unit is configured to be able to change the predetermined acceleration value in accordance with the ratio.

6. The control device according to claim 5 , wherein the control unit is configured to make the predetermined acceleration value larger when the ratio is equal to or smaller than a predetermined ratio than the predetermined acceleration value when the ratio is larger than the predetermined ratio.

7. The control device according to claim 2 , wherein the control unit is configured to set the predetermined acceleration value to a constant value when the manual driving force is equal to or less than a predetermined driving force.

8. The control device according to claim 7 , wherein the predetermined acceleration value when the manual driving force is equal to or smaller than the predetermined driving force is equal to or smaller than the predetermined acceleration value when the manual driving force is larger than the predetermined driving force.

9. The control device according to claim 2 , wherein the control unit is configured to make the predetermined acceleration value when the ratio is equal to or less than a first ratio larger than the predetermined acceleration value when the ratio is larger than the first ratio.

10. 3. The control device according to claim 2, wherein the control unit is configured to reduce the predetermined acceleration value when the ratio is equal to or less than a second ratio and when a road surface gradient of a road on which the human-powered vehicle is traveling changes from a first gradient corresponding to an uphill slope to equal to or less than a second gradient smaller than the first gradient.

11. The control device according to claim 2 , wherein the control unit is configured to set the predetermined acceleration value when the ratio is equal to or greater than a third ratio to be equal to or less than the predetermined acceleration value when the ratio is smaller than the third ratio.

12. The control device according to claim 11, wherein the control unit is configured to set the predetermined acceleration value to a constant value when the ratio is equal to or greater than the third ratio.

13. The control device according to claim 2 , wherein the acceleration value is defined as an amount of change in the vehicle speed during a period from a first detection of the vehicle speed to a second detection which is later than the first detection.

14. The control device according to claim 13, wherein the predetermined acceleration value is equal to or greater than -2 km / h and equal to or less than 3 km / h.

15. The control unit is configured to be able to select either a first mode or a second mode, The control device according to claim 2 , wherein the predetermined acceleration value when the first mode is selected is different from the predetermined acceleration value when the second mode is selected.

16. The control device according to claim 1 , wherein the gear shift condition relates to at least one of a running state and a running environment of the human-powered vehicle.

17. The control device according to claim 1 , wherein the gear shift condition includes at least one of a rotation speed of the crankshaft, the manual driving force, and a vehicle speed.

18. the shifting condition includes a rotation speed of the crankshaft, 2. The control device according to claim 1, wherein the control unit controls the transmission to increase the ratio when the rotational speed of the crankshaft is greater than an upper threshold, and controls the transmission to decrease the ratio when the rotational speed of the crankshaft is less than a lower threshold.

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