Control device and transmission system

Abstract

To provide a control device and a transmission system which can contribute to comfortable travel of a man-power drive vehicle.SOLUTION: A control device of a man-power drive vehicle includes a control part for controlling a transmission device of a man-power drive vehicle, wherein when controlling the transmission device so that a transmission ratio of the man-power drive vehicle is kept to be a specific transmission ratio or more, the control part controls the transmission device so as to release suppression of shift down transmission according to a toque acting on a crank of the man-power drive vehicle.SELECTED DRAWING: Figure 10

Description

[Technical Field]

[0001] The present invention relates to a control device and a transmission system. [Background technology]

[0002] A transmission system for controlling a transmission of a human-powered vehicle is known. Conventional transmission systems control the transmission in accordance with a transmission condition defined based on the rotation speed of the crank of the human-powered vehicle and a threshold value, so as to maintain the rotation speed of the crank within a predetermined range. Patent Document 1 discloses an example of a conventional transmission system. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Special Publication No. 10-511621 Summary of the Invention [Problem to be solved by the invention]

[0004] It is desirable that passengers in human-powered vehicles can travel comfortably. An object of the present invention is to provide a control device and a transmission system that can contribute to a comfortable driving experience for a human-powered vehicle. [Means for solving the problem]

[0005] A control device according to a first aspect of the present invention includes a control unit that controls a transmission of a human-powered vehicle in accordance with a gear change condition, and the control unit controls the transmission to suppress downshifts that would reduce the gear ratio of the human-powered vehicle when the vehicle speed of the human-powered vehicle is in a predetermined speed range, and controls the transmission to cancel the suppression of downshifts in accordance with driving information related to the driving state of the human-powered vehicle. According to the control device of the first aspect, unnecessary downshifts are suppressed in a predetermined state and the suppression of downshifts is released at a timing according to the driving information, thereby realizing smooth gear changes by the transmission, which contributes to a comfortable driving experience for human-powered vehicles.

[0006] In the control device of a second aspect according to the first aspect, the running information includes at least one of cadence, torque acting on a crank of the human-powered vehicle, the vehicle speed, acceleration, and power. The control device according to the second aspect can contribute to a comfortable driving experience for a human-powered vehicle.

[0007] In the control device of a third aspect according to the second aspect, the driving information includes the vehicle speed, and the control unit controls the transmission to release the inhibition of the downshift when the vehicle speed falls outside the predetermined speed range. According to the control device of the third aspect, the suppression of downshifting is released at a timing according to the vehicle speed, thereby realizing smooth gear changes by the transmission, which contributes to a comfortable driving experience for human-powered vehicles.

[0008] In the control device of a fourth aspect according to the second or third aspect, the driving information includes the cadence, and the control unit controls the transmission to release the suppression of the downshift when the cadence becomes equal to or greater than a predetermined cadence. According to the control device of the fourth aspect, the suppression of downshifting is released at a timing according to the cadence, thereby realizing smooth gear changes by the transmission, which contributes to a comfortable ride for human-powered vehicles.

[0009] In the control device of a fifth aspect according to the fourth aspect, the predetermined cadence is set based on the threshold value for the downshift that defines the shift condition. The control device according to the fifth aspect can contribute to a comfortable driving experience for a human-powered vehicle.

[0010] In the control device of a sixth aspect according to any one of the second to fifth aspects, the driving information includes the torque, and the control unit controls the transmission to release the inhibition of the downshift when the torque becomes equal to or greater than a first torque. According to the control device of the sixth aspect, the suppression of downshifting is released at a timing according to torque, thereby realizing smooth gear changes by the transmission, which contributes to a comfortable driving experience for human-powered vehicles.

[0011] In the control device of a seventh aspect according to the sixth aspect, the driving state further includes the acceleration, and the control unit controls the transmission to suppress the downshift regardless of the torque if the acceleration is equal to or greater than a predetermined acceleration. According to the control device of the seventh aspect, unnecessary downshifts in response to requests from passengers in a human-powered vehicle are suppressed, thereby enabling smooth gear changes by the transmission, which contributes to a comfortable ride for the human-powered vehicle.

[0012] In the control device of the eighth aspect according to the sixth or seventh aspect, the first torque is in the range of 70 Nm or more and less than 100 Nm. The control device according to the eighth aspect can contribute to a comfortable driving experience for a human-powered vehicle.

[0013] In the control device of a ninth aspect according to any one of the sixth to eighth aspects, the control unit controls the transmission so as to suppress the downshift even when, in the predetermined state, a load caused by a standing still of a passenger riding in the human-powered vehicle is input to the human-powered vehicle. According to the control device of the ninth aspect, when the suppression of downshifts is released at a timing according to torque, the suppression of downshifts continues if the torque is a standing still load. This suppresses unnecessary downshifts, contributing to a more comfortable ride for human-powered vehicles.

[0014] In the control device of a tenth aspect according to any one of the sixth to ninth aspects, the control unit includes a first mode and a second mode different from the first mode, and in the first mode, when the torque becomes equal to or greater than the first torque, controls the transmission to release the inhibition of the downshifting, and in the second mode, when the torque becomes equal to or greater than a second torque greater than the first torque, controls the transmission to release the inhibition of the downshifting. According to the control device of the tenth aspect, the suppression of downshifting is released at a timing according to the various modes, thereby realizing smooth gear changes by the transmission, which contributes to a comfortable driving experience for human-powered vehicles.

[0015] In the control device of an eleventh aspect according to the tenth aspect, the second torque is 100 Nm or more. The control device of the eleventh aspect can contribute to a comfortable driving of a human-powered vehicle in the second mode.

[0016] In the control device of a twelfth aspect according to the tenth or eleventh aspect, when the vehicle speed changes to achieve the predetermined state, the control unit controls the transmission so that the gear ratio of the human-powered vehicle becomes a designated gear ratio, and in the second mode, controls the transmission so that the gear ratio of the human-powered vehicle remains equal to or higher than the designated gear ratio. The control device of the twelfth aspect achieves smooth gear changes by the transmission, contributing to a comfortable ride for the human-powered vehicle. Furthermore, the gear ratio of the human-powered vehicle in the second mode is maintained at or above the designated gear ratio, thereby suppressing unnecessary downshifts.

[0017] In the control device of a thirteenth aspect according to any one of the first to eleventh aspects, the control unit controls the transmission so that the gear ratio of the human-powered vehicle becomes a designated gear ratio when the vehicle speed changes to achieve the predetermined state. According to the control device of the thirteenth aspect, smooth gear changes can be achieved by the transmission, which contributes to a comfortable driving experience for the human-powered vehicle.

[0018] In the control device of a fourteenth aspect according to the twelfth or thirteenth aspect, when the vehicle speed decreases to achieve the predetermined state, the control unit controls the transmission so that the gear ratio of the human-powered vehicle becomes the designated gear ratio. According to the control device of the fourteenth aspect, smooth gear changes can be achieved by the transmission, which contributes to a comfortable ride for the human-powered vehicle.

[0019] In the control device of a fifteenth aspect according to any one of the first to fourteenth aspects, the predetermined speed range includes a speed range below the predetermined speed. According to the control device of the fifteenth aspect, unnecessary downshifts in a predetermined state are suppressed, thereby realizing smooth gear changes by the transmission, which contributes to a comfortable driving experience for human-powered vehicles.

[0020] In the control device of a sixteenth aspect according to any one of the first to fifteenth aspects, the control unit controls the transmission device in the predetermined state to permit an upshift that increases the gear ratio of the human-powered vehicle. According to the control device of the sixteenth aspect, smooth gear changes can be achieved by the transmission, which contributes to a comfortable driving experience for the human-powered vehicle.

[0021] In the control device of a seventeenth aspect according to the sixteenth aspect, the control unit controls the transmission so as to always permit the upshift. According to the control device of the seventeenth aspect, smooth gear changes can be achieved by the transmission, which contributes to a comfortable ride for the human-powered vehicle.

[0022] A transmission system according to an eighteenth aspect of the present invention comprises the control device and the transmission. According to the transmission system of the eighteenth aspect, unnecessary downshifts are suppressed in a predetermined state and the suppression of downshifts is released at a timing according to driving information, thereby realizing smooth gear changes by the transmission, which contributes to a comfortable driving experience for human-powered vehicles. [Effects of the Invention]

[0023] The control device and transmission system of the present invention can contribute to the comfortable driving of a human-powered vehicle. [Brief explanation of the drawings]

[0024] [Figure 1] 1 is a side view of a human-powered vehicle including a transmission system according to a first embodiment. [Figure 2] FIG. 2 is a block diagram showing the electrical connection relationship between the control device of FIG. 1 and various elements. [Figure 3] 2 is a map showing an example of a shift condition used for controlling the transmission of FIG. 1; [Figure 4] 4 is a flowchart showing an example of a first automatic shift control executed by the control device of FIG. 1; [Figure 5] 4 is a flowchart showing an example of first switching control executed by the control device of FIG. 1; [Figure 6] 4 is a flowchart showing an example of designated speed change control executed by the control device of FIG. 1; [Figure 7] 4 is a flowchart showing an example of a first shift suppression control executed by the control device of FIG. 1; [Figure 8] 10 is a flowchart showing an example of second shift suppression control executed by the control device in the shift system of the second embodiment. [Figure 9] 10 is a flowchart showing an example of third shift suppression control executed by the control device in the shift system of the third embodiment. [Figure 10] 10 is a flowchart showing an example of second automatic shift control executed by the control device in the shift system of the fourth embodiment. [Figure 11] 11 is a flowchart showing an example of second switching control executed by the control device of FIG. [Figure 12] 11 is a flowchart showing an example of a fourth shift suppression control executed by the control device of FIG. 10; DETAILED DESCRIPTION OF THE INVENTION

[0025] First Embodiment Referring to FIG. 1, a human-powered vehicle A including a transmission system 10 will be described. Here, a human-powered vehicle refers to a vehicle that uses human power at least in part for its driving force, and includes vehicles that electrically assist human power. Vehicles that use only a driving force other than human power are not included in the human-powered vehicle. In particular, vehicles that use only an internal combustion engine as their driving force are not included in the human-powered vehicle. Typically, human-powered vehicles are assumed to be small, lightweight vehicles that do not require a license to drive on public roads. The illustrated human-powered vehicle A is a bicycle that includes an electric assist unit E that uses electrical energy to assist the propulsion of the human-powered vehicle A. Specifically, the illustrated human-powered vehicle A is a trekking bike. The human-powered vehicle A further includes a frame A1, a front fork A2, wheels W, handlebars H, and a drivetrain B. The wheels W include a front wheel WF and a rear wheel WR.

[0026] The drivetrain B is, for example, a chain drive type. The drivetrain B includes a crank C, a front sprocket D1, a rear sprocket D2, and a chain D3. The crank C includes a crankshaft C1 rotatably supported by the frame A1, and a pair of crank arms C2 provided at each end of the crankshaft C1. Pedals PD are rotatably attached to the tip of each crank arm C2. The drivetrain B can be of any type, and may be a belt drive type or a shaft drive type.

[0027] A front sprocket D1 is mounted on the crank C so as to rotate integrally with the crankshaft C1. A rear sprocket D2 is mounted on the hub HR of the rear wheel WR. A chain D3 is wound around the front sprocket D1 and the rear sprocket D2. A human-powered driving force applied to the pedals PD by a rider on human-powered vehicle A is transmitted to the rear wheel WR via the front sprocket D1, chain D3, and rear sprocket D2.

[0028] The electric assist unit E operates to assist the propulsion of the human-powered vehicle A. The electric assist unit E operates in response to human-powered driving force applied to the pedals PD, for example. The electric assist unit E includes a motor E1. The electric assist unit E operates using power supplied from a battery BT mounted on the human-powered vehicle A.

[0029] The transmission system 10 includes a control device 12 and a transmission 20. The control device 12 is housed, for example, in a housing E2 of the electric auxiliary unit E. The control device 12 operates using power supplied from a battery BT.

[0030] The transmission 20 is configured to be driven mechanically or electrically in response to the operation of a shift lever SL, for example. When the transmission 20 is driven electrically, it operates using power supplied from a battery BT or a dedicated power source mounted on the transmission 20. The shift lever SL includes at least one of a first shift lever SL1 and a second shift lever SL2 (see FIG. 2). The expression "at least one" used herein means "one or more" of the desired options. As an example, the expression "at least one" used herein means "only one option" or "both of two options" if the number of options is two. As another example, the expression "at least one" used herein means "only one option" or "any combination of two or more options" if the number of options is three or more. When the first shift lever SL1 is operated, the transmission 20 operates to increase the gear ratio of the human-powered vehicle A. When the second shift lever SL2 is operated, the transmission 20 operates so that the gear ratio of the human-powered vehicle A becomes smaller.

[0031] The transmission 20 includes an external derailleur. In one example, the transmission 20 includes at least one of a front derailleur 22 and a rear derailleur 24. The front derailleur 22 is located near the front sprocket D1. As the front derailleur 22 moves, the front sprocket D1 around which the chain D3 is wound changes, thereby changing the gear ratio of the human-powered vehicle A. The gear ratio of the human-powered vehicle A is determined based on the relationship between the number of teeth on the front sprocket D1 and the number of teeth on the rear sprocket D2. In one example, the gear ratio of the human-powered vehicle A is defined as the ratio of the rotational speed of the rear sprocket D2 to the rotational speed of the front sprocket D1. In other words, the gear ratio of the human-powered vehicle A is defined as the ratio of the number of teeth on the front sprocket D1 to the number of teeth on the rear sprocket D2. The rear derailleur 24 is located at the rear end A3 of the frame A1. As the rear derailleur 24 is driven, the rear sprocket D2 around which the chain D3 is wound changes, and the gear ratio of the human-powered vehicle A changes.

[0032] When both the front derailleur 22 and the rear derailleur 24 are mounted on the human-powered vehicle A, the shift levers SL may include a pair of first shift levers SL1 and a pair of second shift levers SL2. When one of the first shift levers SL1 is operated, the front derailleur 22 operates to increase the gear ratio of the human-powered vehicle A. When the other of the first shift levers SL1 is operated, the rear derailleur 24 operates to increase the gear ratio of the human-powered vehicle A. When one of the second shift levers SL2 is operated, the front derailleur 22 operates to decrease the gear ratio of the human-powered vehicle A. When the other of the second shift levers SL2 is operated, the rear derailleur 24 operates to decrease the gear ratio of the human-powered vehicle A. The transmission 20 may include an internal derailleur instead of an external derailleur. In this case, the internal derailleur is provided, for example, in the hub HR of the rear wheel WR. The transmission 20 may include a continuously variable transmission instead of an externally mounted transmission. In this case, the continuously variable transmission is provided, for example, in the hub HR of the rear wheel WR.

[0033] A specific configuration of the control device 12 will be described with reference to FIG. The control device 12 includes a control unit 14 that controls the transmission 20 of the human-powered vehicle A in accordance with the gear change conditions. The control unit 14 is a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 14 executes a first automatic gear change control that automatically controls the transmission 20 of the human-powered vehicle A in accordance with the gear change conditions. The control unit 14 can also control the transmission 20 in accordance with the operation of a shift lever SL. In addition to the transmission 20 of the human-powered vehicle A, the control unit 14 may also control various components mounted on the human-powered vehicle A. The control device 12 also includes a memory unit 16 that stores various types of information. The memory unit 16 includes a non-volatile memory and a volatile memory. The memory unit 16 stores, for example, various programs for control, preset information, and the like.

[0034] As shown in FIG. 3, the gear change condition is determined based on a reference value RV and a threshold value TH. The reference value RV includes vehicle information about the human-powered vehicle A. The vehicle information includes at least one of driving information about the driving state of the human-powered vehicle A and environmental information about the driving environment of the human-powered vehicle A. The driving information includes at least one of cadence, torque acting on the crank C of the human-powered vehicle A, vehicle speed, acceleration, and power. Cadence is synonymous with the number of rotations of the crank C. Power is the product of cadence and torque. The environmental information includes at least one of road surface information about the road surface condition, air resistance information about air resistance, weather information about the weather, and temperature information about the temperature. In this embodiment, the reference value RV includes cadence. The control unit 14 acquires the reference value RV using, for example, various sensors mounted on the human-powered vehicle A.

[0035] The threshold values ​​TH include a first threshold value TH1 and a second threshold value TH2. The control unit 14 controls the transmission 20 to perform an upshift to increase the gear ratio of the human-powered vehicle A according to the relationship between the reference value RV and the first threshold value TH1. The control unit 14 controls the transmission 20 to perform a downshift to decrease the gear ratio of the human-powered vehicle A according to the relationship between the reference value RV and the second threshold value TH2. The first threshold value TH1 is different from the second threshold value TH2. In this case, the first threshold value TH1 and the second threshold value TH2 have a predetermined range. In one example, the first threshold value TH1 differs from the second threshold value TH2 by a predetermined value PV. The predetermined value PV is a predetermined width that defines the predetermined range. In this embodiment, the first threshold value TH1 is greater than the second threshold value TH2. In one example, the control unit 14 controls the transmission 20 to perform an upshift when the reference value RV is equal to or greater than a first threshold value TH1, and controls the transmission 20 to perform a downshift when the reference value RV is less than a second threshold value TH2.

[0036] When the reference value RV is equal to or greater than the first threshold value TH1 and the current gear ratio of human-powered vehicle A is the maximum gear ratio, the control unit 14 controls the transmission 20 to maintain the gear ratio of human-powered vehicle A. The maximum gear ratio of human-powered vehicle A is the maximum gear ratio based on the relationship between the front sprocket D1 and the rear sprocket D2. When the reference value RV is less than the second threshold value TH2 and the current gear ratio of human-powered vehicle A is the minimum gear ratio, the control unit 14 controls the transmission 20 to maintain the gear ratio of human-powered vehicle A. The minimum gear ratio of human-powered vehicle A is the minimum gear ratio based on the relationship between the front sprocket D1 and the rear sprocket D2.

[0037] The control unit 14 includes multiple shift modes. The multiple shift modes include an auto mode in which the transmission 20 is automatically controlled according to the shift conditions and a manual mode in which the transmission 20 is controlled according to the operation of the shift lever SL. The control unit 14 executes first automatic shift control in the auto mode, for example. When the shift lever SL is operated in the auto mode, the control unit 14 may control the transmission 20 according to the operation of the shift lever SL. In the manual mode, the control unit 14 does not automatically control the transmission 20 according to the shift conditions. The multiple shift modes may further include one or more auto modes with different shift conditions, instead of or in addition to the auto mode and the manual mode. The multiple shift modes may further include at least one of an auto mode that automatically controls only upshifts according to the shift conditions and an auto mode that automatically controls only downshifts according to the shift conditions, instead of or in addition to the auto mode and the manual mode. Information regarding the various shift modes is stored in, for example, the memory unit 16.

[0038] The control unit 14 executes first switching control to switch the gear change mode in response to a first switching operation. In this embodiment, the control unit 14 switches between auto mode and manual mode when the first switching operation is input. The first switching operation includes an operation that is different from the normal operation performed by the passenger while the human-powered vehicle A is traveling. This makes it possible to prevent erroneous operations by the passenger. The control unit 14 determines that the first switching operation has been input when, for example, at least one of the first to fourth switching conditions is met.

[0039] The control unit 14 determines that the first shift condition is met when the first shift lever SL1 and the second shift lever SL2 are operated consecutively. In one example, the control unit 14 determines that the first shift condition is met when the first shift lever SL1 and the second shift lever SL2 are alternately operated consecutively four or more times within a predetermined period. Specifically, the control unit 14 determines that the first shift condition is met when the first shift lever SL1 is operated, then the second shift lever SL2 is operated, then the first shift lever SL1 is operated, and then the second shift lever SL2 is operated within the predetermined period. The operation pattern of the shift levers SL1 and SL2 that determines whether the first shift condition is met can be changed as appropriate. The control unit 14 does not control the transmission 20 in response to the operation of the shift levers SL1 and SL2 within the predetermined period.

[0040] The control unit 14 determines that the second shift condition is met when the second shift lever SL2 is operated multiple times in succession while the gear ratio of the human-powered vehicle A is at the minimum gear ratio. In one example, when the second shift lever SL2 is operated once while the gear ratio of the human-powered vehicle A is at the minimum gear ratio, a warning sound is issued, when the second shift lever SL2 is operated two times in succession, information about the current gear ratio of the human-powered vehicle A is issued, and when the second shift lever SL2 is operated three times in succession, the second shift condition is met. The various pieces of information that are issued in response to the operation of the second shift lever SL2 are issued by an annunciation device such as a cycle computer mounted on the human-powered vehicle A. Even after the control unit 14 has determined that the second shift condition is met when the second shift lever SL2 is operated three times in succession while the gear ratio of the human-powered vehicle A is at the minimum gear ratio, the control unit 14 may still determine that the second shift condition is met each time the second shift lever SL2 is operated. In this example, information about the current gear change mode may be notified by an alarm device. The control unit 14 may determine that the second switching condition is met when the second shift lever SL2 is operated three times in succession while the gear ratio of the human-powered vehicle A is at the minimum gear ratio, and then the gear change mode is temporarily switched each time the second shift lever SL2 is operated, and when the second shift lever SL2 is pressed and held or a predetermined time has elapsed. In this case, the gear change mode is set to the temporary gear change mode at the time the second shift lever SL2 is pressed and held or when the predetermined time has elapsed. In this example, information about the temporary gear change mode may be notified by an alarm device. When the manual mode is switched to the auto mode due to the second switching condition being met, the control unit 14 may determine that the second switching condition is met when the first shift lever SL1 is operated, and return to the manual mode. The control unit 14 may determine that the second switching condition is met when the first shift lever SL1 is operated multiple times in succession in the same manner as described above while the gear ratio of the human-powered vehicle A is at the maximum gear ratio.

[0041] The control unit 14 determines that the third switching condition is met when the assist operating unit capable of changing the assist mode is operated in the assist mode in which the assist ratio of the human-powered vehicle A is smallest. The assist operating unit includes a first assist operating unit capable of changing the assist mode to increase the assist ratio of the human-powered vehicle A, and a second assist operating unit capable of changing the assist mode to decrease the assist ratio of the human-powered vehicle A. The assist operating unit is provided, for example, in a cycle computer mounted on the human-powered vehicle A. In one example, in the assist mode in which the assist ratio of the human-powered vehicle A is smallest, the shifting mode is temporarily switched each time the second assist operating unit is operated, and the control unit 14 determines that the third switching condition is met by operating the first assist operating unit. In this case, the shifting mode is set to the temporary shifting mode at the time the first assist operating unit was operated. In this example, information about the temporary shifting mode may be announced by an alarm device. The control unit 14 may determine that the third switching condition is met each time the second assist operating unit is operated in the assist mode in which the assist ratio of human-powered vehicle A is smallest. In this example, information about the current gear change mode may be notified by an alarm device. The control unit 14 may determine that the third switching condition is met when the assist operating unit is operated in the same manner as described above in the assist mode in which the assist ratio of human-powered vehicle A is largest.

[0042] The control unit 14 determines that the fourth switching condition is met when the shift lever SL is operated while the gear ratio of the human-powered vehicle A is at the minimum gear ratio and the pedals PD are rotated in reverse. In one example, the control unit 14 determines that the fourth switching condition is met when the first shift lever SL1 is operated, as follows: when the gear ratio of the human-powered vehicle A is at the minimum gear ratio and the pedals PD are rotated in reverse by 180 degrees or more, the gear mode is temporarily switched each time the second shift lever SL2 is operated. In this case, the gear mode is set to the temporary gear mode at the time the first shift lever SL1 is operated. In this example, information about the temporary gear mode may be announced by an alarm device. The control unit 14 may also determine that the fourth switching condition is met each time the second shift lever SL2 is operated while the gear ratio of the human-powered vehicle A is at the minimum gear ratio and the pedals PD are rotated in reverse by 180 degrees or more. In this example, information about the current gear change mode may be notified by an announcing device. The control unit 14 may determine that the fourth switching condition is met when the shift lever SL is operated in the same manner as described above while the gear ratio of the human-powered vehicle A is at the maximum gear ratio and the pedals PD are rotated in reverse.

[0043] The control unit 14 executes first gear shift suppression control, controlling the transmission 20 to suppress downshifts and then controlling the transmission 20 to cancel the suppression of downshifts. The control unit 14 controls the transmission 20 to suppress downshifts that would reduce the gear ratio of the human-powered vehicle A in a predetermined state where the vehicle speed of the human-powered vehicle A is within a predetermined speed range. The predetermined speed range includes a speed range below the predetermined speed. Specifically, the predetermined speed range includes a speed range equal to or greater than 0 km / h and less than the predetermined speed. The predetermined speed is equal to or less than 15 km / h. Preferably, the predetermined speed is equal to or less than 12 km / h. In this embodiment, the predetermined speed is 12 km / h. The predetermined speed range may be stored in the memory unit 16 so as to be changeable by the rider. For example, the predetermined state includes a state where the rider starts to pedal the pedals PD and a state where the rider slows down the speed at which the rider pedals PD. The control unit 14 controls the transmission 20 to suppress at least one of a downshift in response to a shifting condition and a downshift in response to operation of the second shift lever SL2 during a period when a downshift is suppressed. In this embodiment, the control unit 14 controls the transmission 20 to suppress a downshift in response to a shifting condition during a period when a downshift is suppressed. The control unit 14 may also control the transmission 20 to permit a downshift in response to operation of the second shift lever SL2 during a period when a downshift is suppressed. The control unit 14 controls the transmission 20 to permit an upshift in which the gear ratio of the human-powered vehicle A increases in a predetermined state. In one example, the control unit 14 controls the transmission 20 to always permit an upshift.

[0044] The control unit 14 controls the transmission 20 to cancel the suppression of downshifting in accordance with driving information related to the driving state of the human-powered vehicle A. The driving information used as a condition for canceling the suppression of downshifting includes the vehicle speed. In one example, the control unit 14 controls the transmission 20 to cancel the suppression of downshifting when the vehicle speed falls outside a predetermined speed range. The speed outside the predetermined speed range includes a speed range different from the predetermined speed range. In this embodiment, the speed outside the predetermined speed range includes a speed range of 12 km / h or higher. When the suppression of downshifting is canceled, the control unit 14 controls the transmission 20 to allow downshifting in accordance with the gear shift conditions.

[0045] The control unit 14 executes designated gear change control, which controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes a designated gear ratio. The designated gear ratio is stored in the memory unit 16 so that it can be changed, for example, by the rider. When the vehicle speed changes to achieve a predetermined state, the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes the designated gear ratio. The expression "the vehicle speed changes to achieve a predetermined state" includes at least one of a state in which the vehicle speed changes into a predetermined speed range and a state immediately before the vehicle speed changes into the predetermined speed range. In one example, when the vehicle speed decreases to achieve a predetermined state, the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes the designated gear ratio. The expression "the vehicle speed decreases to achieve a predetermined state" includes at least one of a state in which the vehicle speed decreases to a predetermined speed range and a state immediately before the vehicle speed decreases to the predetermined speed range. Apart from the designated speed change control, the control unit 14 may also control the transmission 20 so that the gear ratio of the human-powered vehicle A becomes the designated gear ratio immediately before the human-powered vehicle A stops, when the human-powered vehicle A stops, or when the human-powered vehicle A starts moving.

[0046] When the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes a designated gear ratio while the human-powered vehicle A is stopped, the control unit 14 controls the transmission 20 so that at least one of the movable member of the front derailleur 22 and the movable member of the rear derailleur 24 operates in preparation for switching the chain D3 between the front sprocket D1 and rear sprocket D2 to be shifted. In this case, as the human-powered vehicle A starts moving, the front sprocket D1 and rear sprocket D2 rotate, changing the gear ratio of the human-powered vehicle A to the designated gear ratio.

[0047] As shown in FIG. 2, the human-powered vehicle A further includes a detection device DD that detects various types of information. The detection device DD is configured to detect, for example, driving information related to the driving state of the human-powered vehicle A. In one example, the detection device DD includes various sensors capable of detecting driving information. In this embodiment, the detection device DD includes a sensor capable of detecting information related to cadence and a sensor capable of detecting information related to vehicle speed. The detection device DD outputs the detected driving information to the control unit 14. The control unit 14 acquires the driving information from the detection device DD and performs various controls in accordance with the driving information.

[0048] The first automatic gear shift control executed by the control device 12 will be described with reference to FIG. The control unit 14 executes the first automatic gear shift control according to, for example, the following process. In step S11, the control unit 14 acquires a reference value RV. In one example, the control unit 14 acquires information about cadence from the detection device DD. In step S12, the control unit 14 determines whether the reference value RV is equal to or greater than a first threshold value TH1. If the control unit 14 determines in step S12 that the reference value RV is equal to or greater than the first threshold value TH1, the control unit 14 proceeds to the process of step S13.

[0049] In step S13, the control unit 14 determines whether the current gear ratio of human-powered vehicle A is the maximum gear ratio. If the control unit 14 determines in step S13 that the current gear ratio of human-powered vehicle A is the maximum gear ratio, the control unit 14 returns the process to step S11. If the control unit 14 determines in step S13 that the current gear ratio of human-powered vehicle A is not the maximum gear ratio, the control unit 14 proceeds to the process of step S14. In step S14, the control unit 14 controls the transmission 20 so that the gear ratio of human-powered vehicle A becomes larger.

[0050] If the control unit 14 determines in step S12 that the reference value RV is less than the first threshold value TH1, the control unit 14 proceeds to processing in step S15. In step S15, the control unit 14 determines whether the reference value RV is less than the second threshold value TH2. If the control unit 14 determines in step S15 that the reference value RV is equal to or greater than the second threshold value TH2, the control unit 14 returns the processing to step S11. If the control unit 14 determines in step S15 that the reference value RV is less than the second threshold value TH2, the control unit 14 proceeds to processing in step S16.

[0051] In step S16, the control unit 14 determines whether the current gear ratio of human-powered vehicle A is the minimum gear ratio. If the control unit 14 determines in step S16 that the current gear ratio of human-powered vehicle A is the minimum gear ratio, the control unit 14 returns the process to step S11. If the control unit 14 determines in step S16 that the current gear ratio of human-powered vehicle A is not the minimum gear ratio, the control unit 14 proceeds to the process of step S17. In step S17, the control unit 14 controls the transmission 20 so that the gear ratio of human-powered vehicle A becomes smaller. After the above processes, the process of steps S11 to S17 ends. The control unit 14 repeatedly executes the first automatic gear change control including the processes of steps S11 to S17, for example, while human-powered vehicle A is traveling.

[0052] The first switching control executed by the control device 12 will be described with reference to FIG. The control unit 14 executes the first switching control, for example, according to the following process. In step S21, the control unit 14 determines whether or not the first switching operation has been input. Specifically, the control unit 14 determines that the first switching operation has been input when at least one of the first to fourth switching conditions is met. If the control unit 14 determines in step S21 that the first switching operation has not been input, the control unit 14 repeats the process of step S21. If the control unit 14 determines in step S21 that the first switching operation has been input, the control unit 14 proceeds to the process of step S22. In step S22, the control unit 14 switches the gear change mode. In one example, the control unit 14 switches between auto mode and manual mode. After the above process, the process from step S21 to step S22 ends. For example, while the human-powered vehicle A is traveling, the control unit 14 repeatedly executes the first switching control including the processes from step S21 to step S22. The control unit 14 does not have to execute the first switching control.

[0053] The designated speed change control executed by the control device 12 will be described with reference to FIG. The control unit 14 executes the designated gear change control, for example, according to the following process. In step S31, the control unit 14 acquires driving information. Specifically, the control unit 14 acquires information related to the vehicle speed from the detection device DD. In step S32, the control unit 14 determines whether the vehicle speed has decreased to achieve a predetermined state. If the control unit 14 determines in step S32 that the vehicle speed has not decreased to achieve the predetermined state, the control unit 14 returns the process to step S31. If the control unit 14 determines in step S32 that the vehicle speed has decreased to achieve the predetermined state, the control unit 14 proceeds to the process of step S33. In step S33, the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes the designated gear ratio. After the above process, the process of steps S31 to S33 ends. For example, while the human-powered vehicle A is traveling, the control unit 14 repeatedly executes the designated gear change control, including the processes of steps S31 to S33. The control unit 14 does not have to execute the designated gear change control.

[0054] The first shift suppression control executed by the control device 12 will be described with reference to FIG. The control unit 14 executes the first gear shift suppression control, for example, according to the following process. In step S41, the control unit 14 acquires driving information. Specifically, the control unit 14 acquires information related to the vehicle speed from the detection device DD. In step S42, the control unit 14 determines whether or not a predetermined state is in effect. If the control unit 14 determines in step S42 that the predetermined state is not in effect, the control unit 14 returns the process to step S41. If the control unit 14 determines in step S42 that the predetermined state is in effect, the control unit 14 proceeds to the process of step S43. In step S43, the control unit 14 controls the transmission 20 to suppress a downshift.

[0055] In step S44, the control unit 14 determines whether the vehicle speed is outside a predetermined speed range. If the control unit 14 determines in step S44 that the vehicle speed is not outside the predetermined speed range, the control unit 14 proceeds to processing in step S45. In step S45, the control unit 14 acquires driving information in the same way as in step S41, and proceeds to processing in step S44. If the control unit 14 determines in step S44 that the vehicle speed is outside the predetermined speed range, the control unit 14 proceeds to processing in step S46. In step S46, the control unit 14 controls the transmission 20 to cancel the suppression of downshifting. After the above processing, the processing from step S41 to step S46 ends. For example, while the human-powered vehicle A is traveling, the control unit 14 repeatedly executes the first gear shift suppression control including the processing from step S41 to step S46.

[0056] Second Embodiment A transmission system 10 of the second embodiment will be described with reference to Fig. 8. Configurations common to the first embodiment are given the same reference numerals as in the first embodiment, and duplicated descriptions will be omitted.

[0057] Instead of or in addition to the first gear shift suppression control, the control unit 14 executes second gear shift suppression control, which controls the transmission 20 to suppress a downshift, and then controls the transmission 20 to cancel the suppression of the downshift. It is preferable that the control unit 14 executes the second gear shift suppression control in parallel with the first gear shift suppression control. In the second gear shift suppression control, the control for canceling the suppression of the downshift is different from that in the first gear shift suppression control.

[0058] The control unit 14 controls the transmission 20 to cancel the suppression of downshifting in accordance with driving information related to the driving state of the human-powered vehicle A. The driving information used as a condition for canceling the suppression of downshifting includes cadence. In one example, the control unit 14 controls the transmission 20 to cancel the suppression of downshifting when the cadence becomes equal to or greater than a predetermined cadence. The predetermined cadence is set based on a threshold value TH for downshifting that defines the shifting conditions. In other words, the predetermined cadence is set based on a second threshold value TH2 that defines the shifting conditions. In one example, the predetermined cadence coincides with the cadence corresponding to the second threshold value TH2. In this embodiment, the predetermined cadence is 55 rpm. The predetermined cadence may be stored in the memory unit 16 so that it can be changed by the rider. When the control unit 14 cancels downshifting, it controls the transmission 20 to allow downshifting in accordance with the shifting conditions.

[0059] The second shift suppression control executed by the control device 12 will be described with reference to FIG. The control unit 14 executes the second gear shift suppression control, for example, according to the following process. In step S51, the control unit 14 acquires traveling information. Specifically, the control unit 14 acquires information related to cadence and information related to vehicle speed from the detection device DD. In steps S52 and S53, the control unit 14 executes substantially the same processes as steps S42 and S43 shown in FIG. 7.

[0060] In step S54, the control unit 14 determines whether the cadence is equal to or greater than a predetermined cadence. If the control unit 14 determines in step S54 that the cadence is less than the predetermined cadence, the control unit 14 proceeds to processing in step S55. In step S55, the control unit 14 acquires riding information in the same manner as in step S51, and proceeds to processing in step S54. In step S55, the control unit 14 may acquire only information related to the cadence as riding information. If the control unit 14 determines in step S54 that the cadence is equal to or greater than the predetermined cadence, the control unit 14 proceeds to processing in step S56. In step S56, the control unit 14 controls the transmission 20 to cancel the suppression of downshifting.

[0061] After the above processing, the processing from step S51 to step S56 ends. The control unit 14 repeatedly executes the second gear shift suppression control including the processing from step S51 to step S56, for example, while the human-powered vehicle A is traveling. When executing the second gear shift suppression control in parallel with the first gear shift suppression control, the control unit 14 ends the respective gear shift suppression control when the processing of either step S46 or step S56 is executed.

[0062] Third Embodiment A transmission system 10 of the third embodiment will be described with reference to Fig. 9. Configurations common to the first embodiment are given the same reference numerals as in the first embodiment, and duplicated descriptions will be omitted.

[0063] Instead of or in addition to the first gear shift suppression control, the control unit 14 executes third gear shift suppression control, which controls the transmission 20 to suppress downshifts and then controls the transmission 20 to cancel the suppression of downshifts. It is preferable that the control unit 14 executes the third gear shift suppression control in parallel with the first gear shift suppression control. In the third gear shift suppression control, the control for canceling the suppression of downshifts differs from that in the first gear shift suppression control.

[0064] The control unit 14 controls the transmission 20 to cancel the inhibition of downshifting in accordance with driving information related to the driving state of the human-powered vehicle A. The driving information used as a condition for canceling the inhibition of downshifting includes torque. In one example, the control unit 14 controls the transmission 20 to cancel the inhibition of downshifting when the torque becomes equal to or greater than a first torque. The first torque is within a range of 70 Nm or greater and less than 100 Nm. In other words, the first torque is equal to or greater than 70 Nm and less than 100 Nm. In this embodiment, the first torque is 70 Nm. The first torque may also be within a range of 30 Nm or greater and less than 70 Nm. The first torque may also be stored in the memory unit 16 so as to be changeable by the rider.

[0065] The driving information used as a condition for canceling the suppression of downshifting further includes acceleration. In one example, the control unit 14 controls the transmission 20 to suppress downshifting regardless of torque if the acceleration is equal to or greater than a predetermined acceleration. The predetermined acceleration is an acceleration that defines a positive acceleration. In other words, when the human-powered vehicle A is accelerating, the acceleration is equal to or greater than the predetermined acceleration. In this embodiment, the control unit 14 controls the transmission 20 to cancel the suppression of downshifting if the torque is equal to or greater than a first torque and the acceleration is less than the predetermined acceleration. When the control unit 14 cancels downshifting, it controls the transmission 20 to allow downshifting according to the shifting conditions.

[0066] The control unit 14 controls the transmission 20 to suppress downshifts even when a load caused by a rider standing still on the human-powered vehicle A is input to the human-powered vehicle A in a predetermined state. In other words, when a load caused by standing still is input to the pedals PD in a predetermined state, the control unit 14 controls the transmission 20 to suppress downshifts regardless of torque. Whether a load caused by standing still has been input to the human-powered vehicle A is determined based on, for example, the vehicle speed, torque, and cadence. In one example, when the vehicle speed is less than the SS vehicle speed and the cadence is less than the SS cadence but the torque is equal to or greater than the SS torque, it is determined that a load caused by standing still has been input to the human-powered vehicle A. The SS vehicle speed, SS torque, and SS cadence are set based on, for example, information related to general standing still. In the third embodiment, the detection unit DD further includes a sensor capable of detecting information related to torque and a sensor capable of detecting information related to acceleration.

[0067] The third shift suppression control executed by the control device 12 will be described with reference to FIG. The control unit 14 executes the third gear shift suppression control, for example, according to the following process. In step S61, the control unit 14 acquires driving information. Specifically, the control unit 14 acquires information related to cadence, vehicle speed, torque, and acceleration from the detection device DD. In steps S62 and S63, the control unit 14 executes substantially the same processes as steps S42 and S43 shown in FIG. 7.

[0068] In step S64, the control unit 14 determines whether the torque is equal to or greater than the first torque. If the control unit 14 determines in step S64 that the torque is less than the first torque, the control unit 14 proceeds to processing in step S65. In step S65, the control unit 14 acquires running information in the same manner as in step S61, and proceeds to processing in step S64. In step S65, the control unit 14 may acquire only information related to cadence, information related to torque, and information related to acceleration as the running information. If the control unit 14 determines in step S64 that the torque is equal to or greater than the first torque, the control unit 14 proceeds to processing in step S66. In step S66, the control unit 14 determines whether the acceleration is equal to or greater than a predetermined acceleration. If the control unit 14 determines in step S66 that the acceleration is equal to or greater than the predetermined acceleration, the control unit 14 proceeds to processing in step S65. If the control unit 14 determines in step S66 that the acceleration is less than the predetermined acceleration, the control unit 14 proceeds to processing in step S67.

[0069] In step S67, the control unit 14 determines whether or not a load due to standing still has been input to the human-powered vehicle A. If the control unit 14 determines in step S67 that a load due to standing still has been input to the human-powered vehicle A, the control unit 14 proceeds to the processing of step S65. If the control unit 14 determines in step S67 that a load due to standing still has not been input to the human-powered vehicle A, the control unit 14 proceeds to the processing of step S68. In step S68, the control unit 14 controls the transmission 20 to cancel the inhibition of downshifting.

[0070] After the above processing, the processing from step S61 to step S68 ends. The control unit 14 repeatedly executes the third gear shift inhibiting control, including the processing from step S61 to step S68, for example, while the human-powered vehicle A is traveling. When the control unit 14 executes the third gear shift inhibiting control in parallel with the first gear shift inhibiting control, the control unit 14 ends the respective gear shift inhibiting control when the processing from either step S46 or step S68 is executed. The control unit 14 may execute the third gear shift inhibiting control in parallel with the first gear shift inhibiting control and the second gear shift inhibiting control. In the processing from step S61 to step S68 shown in FIG. 9, at least one of the processing from step S66 and step S67 may be omitted.

[0071] <Fourth embodiment> A transmission system 10 of the fourth embodiment will be described with reference to Figures 10 to 12. Configurations common to the third embodiment are given the same reference numerals as in the third embodiment, and duplicated descriptions will be omitted.

[0072] The control unit 14 includes a first mode and a second mode different from the first mode. The first mode and the second mode are included in an auto mode that automatically controls the transmission 20 of the human-powered vehicle A in accordance with the shifting conditions. The first mode and the second mode differ from each other in the control manner related to the transmission 20. In one example, the first mode and the second mode differ from each other in at least one of the control manner for automatically controlling the transmission 20 in accordance with the shifting conditions and the control manner for controlling the transmission 20 to release the suppression of downshifting. For example, in the first mode, the control unit 14 executes a first automatic shifting control that automatically controls the transmission 20 of the human-powered vehicle A in accordance with the shifting conditions. For example, in the second mode, the control unit 14 executes a second automatic shifting control that automatically controls the transmission 20 of the human-powered vehicle A in accordance with the shifting conditions instead of the first automatic shifting control. Instead of or in addition to the first mode and the second mode, the control unit 14 may further include one or more modes that differ from one another in the manner of control regarding the transmission 20. Information regarding the various modes is stored in the memory unit 16, for example.

[0073] In the second mode, the control unit 14 controls the transmission 20 according to the relationship between the reference value RV and the threshold value TH, similar to the first automatic shift control. In the second mode, the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A remains equal to or greater than the designated gear ratio. In one example, in the second mode, the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A does not become less than the designated gear ratio, except when the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes less than the designated gear ratio in response to operation of the second shift lever SL2.

[0074] The control unit 14 may automatically switch between the first mode and the second mode, or may manually switch between the first mode and the second mode. When the first mode and the second mode are automatically switched between, the control unit 14 executes automatic switching control to switch between the first mode and the second mode in accordance with at least one of vehicle information about the human-powered vehicle A and passenger information about a passenger riding in the human-powered vehicle A. The passenger information includes at least one of heart rate, myoelectric potential, sweat rate, and body temperature. When the first mode and the second mode are manually switched between, the control unit 14 executes second switching control to switch between the first mode and the second mode in accordance with a second switching operation.

[0075] In this embodiment, the control unit 14 switches between the first mode and the second mode when the second switching operation is input. The second switching operation includes an operation that is different from the normal operation performed by the passenger while the human-powered vehicle A is traveling. This makes it possible to prevent erroneous operations by the passenger. The control unit 14 determines that the second switching operation has been input when, for example, at least one of the fifth switching condition and the sixth switching condition is met.

[0076] The control unit 14 determines that the fifth switching condition is met when two or more operating units mounted on the human-powered vehicle A are operated simultaneously. In one example, the control unit 14 determines that the fifth switching condition is met when the first shift lever SL1 and the second shift lever SL2 are operated simultaneously. In a preferred example, the control unit 14 determines that the fifth switching condition is met when the first shift lever SL1 and the second shift lever SL2 are operated simultaneously in a state where the rider is not pedaling, including a state where the rider is pedaling the pedals PD. When the first shift lever SL1 and the second shift lever SL2 are operated simultaneously, the control unit 14 does not control the transmission 20 in accordance with the operation of the shift levers SL1 and SL2. The control unit 14 may also determine that the fifth switching condition is met when one of the shift levers SL1 and SL2 and one of the assist operating units are operated simultaneously.

[0077] The control unit 14 determines that the sixth switching condition is met when one of two operating units mounted on the human-powered vehicle A is operated while the other operating unit is being pressed and held. In one example, the control unit 14 determines that the sixth switching condition is met when one of the shift levers SL1, SL2 is operated while the other shift lever SL1, SL2 is being pressed and held. In a preferred example, the control unit 14 determines that the sixth switching condition is met when one of the shift levers SL1, SL2 is operated while the other shift lever SL1, SL2 is being pressed and held in a state where no pedaling is performed. If one of the shift levers SL1, SL2 is operated while the other shift lever SL1, SL2 is being pressed and held, the control unit 14 does not control the transmission 20 in response to the operation of the shift levers SL1, SL2. The control unit 14 may also determine that the sixth switching condition is met when one of the assist operating units is operated while one of the shift levers SL1, SL2 is being pressed and held. The control unit 14 may determine that the sixth switching condition is met when one of the shift levers SL1, SL2 is operated while one of the assist operating units is being pressed and held.

[0078] For example, in the first mode, the control unit 14 controls the transmission 20 to suppress a downshift, and then executes third shift suppression control to control the transmission 20 to release the suppression of the downshift. Specifically, in the first mode, the control unit 14 controls the transmission 20 to release the suppression of the downshift when the torque becomes equal to or greater than the first torque. In the first mode, the control unit 14 preferably executes third shift suppression control in parallel with the first shift suppression control. In the second mode, for example, instead of the third shift suppression control, the control unit 14 executes fourth shift suppression control to control the transmission 20 to suppress a downshift, and then executes fourth shift suppression control to control the transmission 20 to release the suppression of the downshift. In the second mode, the control unit 14 preferably executes fourth shift suppression control in parallel with the first shift suppression control. In the fourth shift suppression control, the control for releasing the suppression of the downshift is different from that in the third shift suppression control.

[0079] In the second mode, the control unit 14 controls the transmission 20 to cancel the inhibition of downshifting in accordance with driving information related to the driving state of the human-powered vehicle A. The driving information used as a condition for canceling the inhibition of downshifting includes torque. In one example, in the second mode, the control unit 14 controls the transmission 20 to cancel the inhibition of downshifting when the torque becomes equal to or greater than a second torque that is greater than the first torque. The second torque is equal to or greater than 100 Nm. In this embodiment, the second torque is 100 Nm. The second torque may be within a range of equal to or greater than 70 Nm and less than 100 Nm. The second torque may be stored in the memory unit 16 so as to be changeable by the rider.

[0080] The second automatic shift control executed by the control device 12 will be described with reference to FIG. The control unit 14 executes the second automatic gear change control, for example, according to the following process. In steps S71 to S75, the control unit 14 executes substantially the same processes as steps S11 to S15 shown in FIG. 4. In step S76, the control unit 14 determines whether the current gear ratio of human-powered vehicle A is the designated gear ratio. If the control unit 14 determines in step S76 that the current gear ratio of human-powered vehicle A is the designated gear ratio, the control unit 14 returns the process to step S71. Specifically, if the control unit 14 determines that the current gear ratio of human-powered vehicle A is the designated gear ratio, the control unit 14 controls the transmission 20 so that the gear ratio of human-powered vehicle A remains equal to or greater than the designated gear ratio. If the control unit 14 determines in step S76 that the current gear ratio of human-powered vehicle A is not the designated gear ratio, the control unit 14 proceeds to the process of step S77. In step S77, the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes smaller. After the above processing, the processing from step S71 to step S77 ends. The control unit 14 repeatedly executes the second automatic gear change control including the processing from step S71 to step S77 while the human-powered vehicle A is traveling in the second mode, for example.

[0081] The second switching control executed by the control device 12 will be described with reference to FIG. The control unit 14 executes the second switching control, for example, according to the following process. In step S81, the control unit 14 determines whether or not the second switching operation has been input. Specifically, the control unit 14 determines that the second switching operation has been input when at least one of the fifth switching condition and the sixth switching condition is met. If the control unit 14 determines in step S81 that the second switching operation has not been input, the control unit 14 repeats the process of step S81. If the control unit 14 determines in step S81 that the second switching operation has been input, the control unit 14 proceeds to the process of step S82. In step S82, the control unit 14 switches between the first mode and the second mode. After the above processes, the process from step S81 to step S82 ends. The control unit 14 repeatedly executes the second switching control including the processes from step S81 to step S82, for example, while the human-powered vehicle A is traveling. If the first mode and the second mode are automatically switched, the control unit 14 does not need to execute the second switching control.

[0082] The fourth shift suppression control executed by the control device 12 will be described with reference to FIG. The control unit 14 executes the fourth shift suppression control according to, for example, the following processing. In steps S91 to S93, the control unit 14 executes substantially the same processing as steps S61 to S63 shown in FIG. 9. In step S94, the control unit 14 determines whether the torque is equal to or greater than the second torque. If the control unit 14 determines in step S94 that the torque is less than the second torque, the control unit 14 proceeds to processing of step S95. If the control unit 14 determines in step S94 that the torque is equal to or greater than the second torque, the control unit 14 proceeds to processing of step S96. In steps S95 to S98, the control unit 14 executes substantially the same processing as steps S65 to S68 shown in FIG. 9.

[0083] After the above processing, the processing of steps S91 to S98 ends. The control unit 14 repeatedly executes the fourth gear shift inhibiting control, including the processing of steps S91 to S98, while the human-powered vehicle A is traveling, for example, in the second mode. When the control unit 14 executes the fourth gear shift inhibiting control in parallel with the first gear shift inhibiting control, the control unit 14 ends the respective gear shift inhibiting control when either the control of step S46 or step S98 is executed. The control unit 14 may execute the fourth gear shift inhibiting control in parallel with the first gear shift inhibiting control and the second gear shift inhibiting control. In steps S91 to S98 shown in FIG. 12, at least one of the processing of step S96 and step S97 may be omitted.

[0084] <Modification> The above-described embodiments are merely examples of possible forms of the control device and transmission system according to the present invention, and are not intended to limit the forms. The control device and transmission system according to the present invention may take the following forms, such as modified versions of the above-described embodiments, or a combination of at least two mutually consistent modified versions. In the following modified versions, parts that are common to the embodiments will be assigned the same reference numerals as in the embodiments, and descriptions thereof will be omitted.

[0085] The control content of the control unit 14 can be changed as desired. In a first example, the control unit 14 controls the transmission 20 to suppress upshifts and downshifts when the vehicle speed of human-powered vehicle A is in a predetermined speed range and in a predetermined state. In this case, the control unit 14 controls the transmission 20 to cancel the suppression of upshifts and downshifts in accordance with driving information related to the driving state of human-powered vehicle A. In a second example, the control unit 14 controls the transmission 20 to suppress upshifts when the vehicle speed of human-powered vehicle A is in a predetermined speed range and in a predetermined state. In this case, the control unit 14 controls the transmission 20 to cancel the suppression of upshifts in accordance with driving information related to the driving state of human-powered vehicle A.

[0086] The predetermined speed range can be changed arbitrarily. In a first example, the predetermined speed range includes a speed range equal to or greater than a first speed and less than a second speed. The first speed is greater than 0 km / h. The first speed is, for example, 3 km / h. The second speed matches the predetermined speed. In a second example, the predetermined speed range includes 0 km / h. In this case, it is preferable that, in the first gear shift suppression control, the control unit 14 controls the transmission 20 so as to cancel the suppression of downshifting when the vehicle speed reaches or exceeds the predetermined speed.

[0087] The type of human-powered vehicle A can be changed as desired. In a first example, human-powered vehicle A is a road bike, mountain bike, cross bike, city bike, cargo bike, or recumbent bike. In a second example, human-powered vehicle A is a kick scooter. [Explanation of symbols]

[0088] 10...transmission system, 12...control device, 14...control section, 20...transmission device, A...human-powered vehicle, C...crank, TH...threshold value, TH2...second threshold value (threshold value).

Claims

1. a control unit for controlling a transmission device of the human-powered vehicle; The control device is configured such that, when the control unit controls the transmission so that the gear ratio of the human-powered vehicle is maintained at or above a designated gear ratio, and when the torque acting on the crank of the human-powered vehicle becomes equal to or above a predetermined torque, the control device controls the transmission so as to release inhibition of downshifting.

2. 2. The control device according to claim 1, wherein when the gear ratio is greater than the designated gear ratio, the control unit controls the transmission to perform the downshift in accordance with a relationship between a reference value related to at least one of a cadence, a vehicle speed, and an acceleration of the human-powered vehicle and a second threshold value.

3. a control unit for controlling a transmission device of the human-powered vehicle; When a reference value for at least one of a cadence, a vehicle speed, and an acceleration of the human-powered vehicle is less than a second threshold value and the control unit controls the transmission so as to maintain the gear ratio of the human-powered vehicle at or above a designated gear ratio, the control unit controls the transmission so as to release suppression of downshifting when the torque acting on the crank of the human-powered vehicle becomes equal to or greater than a predetermined torque.

4. 4. The control device according to claim 2, wherein the control unit controls the transmission device so as not to perform the downshift based on the relationship between the reference value and the second threshold value when the gear ratio of the human-powered vehicle is the specified gear ratio.

5. 5. The control device according to claim 1, wherein when the gear ratio becomes the designated gear ratio by performing the downshift while the gear ratio is greater than the designated gear ratio, the control unit controls the transmission so that the gear ratio remains equal to or greater than the designated gear ratio.

6. a control unit for controlling a transmission device of the human-powered vehicle; When the control unit controls the transmission so that the gear ratio of the human-powered vehicle is maintained at or above a designated gear ratio, the control unit controls the transmission so as to cancel suppression of downshifting in accordance with torque acting on a crank of the human-powered vehicle, and when the gear ratio of the human-powered vehicle is the designated gear ratio, the control unit controls the transmission so as not to perform the downshifting based on the relationship between a reference value related to at least one of a cadence, vehicle speed, and acceleration of the human-powered vehicle and a second threshold value.

7. a control unit for controlling a transmission device of the human-powered vehicle; The control device is configured such that, when the control unit controls the transmission so as to maintain the gear ratio of the human-powered vehicle at or above a designated gear ratio, the control unit controls the transmission so as to release suppression of downshifting in accordance with torque acting on a crank of the human-powered vehicle, and when the gear ratio becomes the designated gear ratio as a result of execution of the downshifting in a state in which the gear ratio is greater than the designated gear ratio, the control unit controls the transmission so as to maintain the gear ratio at or above the designated gear ratio.

8. The control device according to claim 6 or 7, wherein the control unit controls the transmission to cancel the suppression of the downshift when the torque becomes equal to or greater than a predetermined torque.

9. 9. The control device according to claim 1, wherein the control unit controls the transmission so that the gear ratio is maintained at or above the designated gear ratio during execution of an auto mode in which the transmission is automatically controlled.

10. 10. The control device according to claim 1, wherein the control unit controls the transmission so that the gear ratio becomes the designated gear ratio immediately before the human-powered vehicle stops or when the human-powered vehicle stops.

11. The control device according to claim 1 , wherein the control unit controls the transmission so that the gear ratio becomes the designated gear ratio when the human-powered vehicle starts moving.

12. A control device according to any one of claims 1 to 11, A transmission system comprising the transmission device.

Images