Control device

Abstract

To provide a control device that can accurately detect a posture of a rider.SOLUTION: The control device controls a human-powered vehicle. The control device comprises a control part that detects a posture of a rider in accordance with pulsation of a yaw-angle of the human-powered vehicle and pulsation of a roll angle of the human-powered vehicle.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present disclosure relates to a control device. [Background technology]

[0002] Patent Document 1 discloses a control device that automatically selects the gear ratio of a transmission device provided on a bicycle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2019-202733 Summary of the Invention [Problem to be solved by the invention]

[0004] One of the objects of the present disclosure is to provide a control device that can accurately detect the attitude of a rider. [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 detects the attitude of a rider in accordance with pulsations of a yaw angle of the human-powered vehicle and pulsations of a roll angle of the human-powered vehicle.

[0006] The control device of the first aspect can accurately detect the attitude of the rider by detecting the attitude of the rider using two pulsations, namely, the pulsation of the yaw angle of the human-powered vehicle and the pulsation of the roll angle of the human-powered vehicle.

[0007] In the control device of a second aspect according to the first aspect, the control unit detects a dancing posture when the period of the pulsation of the yaw angle and the period of the pulsation of the roll angle match.

[0008] According to the control device of the second aspect, the control unit detects the standing posture based on the behavior of the human-powered vehicle that actually occurs when the human-powered vehicle is traveling in the standing posture, which allows the control device to detect the standing posture more accurately.

[0009] In the control device of a third aspect according to the first or second aspect, the control unit detects a dancing posture when the rotation direction of the human-powered vehicle based on the yaw angle and the tilt direction of the human-powered vehicle based on the roll angle coincide with each other.

[0010] According to the control device of the third aspect, the control unit detects the standing posture based on the behavior of the human-powered vehicle caused by traveling in the standing posture, which allows the control device to detect the standing posture more accurately.

[0011] In the control device of a fourth aspect according to any one of the first to third aspects, the control unit detects the attitude of the rider according to a value obtained by superimposing the magnitude of the yaw angle and the magnitude of the roll angle.

[0012] The control device according to the fourth aspect can detect the rider's attitude regardless of the mounting direction of the sensors that detect the yaw angle and roll angle.

[0013] In the control device of the fifth aspect according to the fourth aspect, the control unit detects a dancing posture when the difference between the magnitude of the first peak value of the yaw angle and the magnitude of the second peak value of the roll angle is smaller than a predetermined value.

[0014] The control device of the fifth aspect can detect a dancing posture regardless of the mounting direction of the sensors that detect the yaw angle and roll angle.

[0015] In the control device of the sixth aspect according to the fifth aspect, the control unit detects a dancing posture when the difference between the first peak value at a predetermined timing and the second peak value at the predetermined timing is smaller than the predetermined value.

[0016] According to the control device of the sixth aspect, the control unit detects the dancing posture based on the difference between the first peak value and the second peak value at the same predetermined timing, thereby enabling the control device to detect the dancing posture more accurately.

[0017] In the control device of a seventh aspect according to any one of the first to third aspects, the control unit detects a dancing posture when a first timing at which a first peak value of the yaw angle is detected coincides with a second timing at which a second peak value of the roll angle is detected.

[0018] According to the control device of the seventh aspect, the control unit detects the dancing posture when the timing at which the rotation direction of the handlebars of the human-powered vehicle changes coincides with the timing at which the direction of tilt of the human-powered vehicle to the left or right changes, thereby enabling the control device to detect the dancing posture more accurately.

[0019] In the control device of an eighth aspect according to any one of the first to seventh aspects, the control unit detects a first peak value of the yaw angle and a second peak value of the roll angle in accordance with a pedaling cycle.

[0020] According to the control device of the eighth aspect, the control unit detects the first peak value of the yaw angle and the second peak value of the roll angle in accordance with the rider's pedal depression, thereby enabling the control device to more accurately detect the dancing posture.

[0021] In the control device of the ninth aspect according to the eighth aspect, the control unit calculates the pedaling period based on the detected cadence.

[0022] According to a control device of a ninth aspect, the control unit calculates the pedaling period using the detected cadence and predicts the time when the yaw angle will reach a maximum value or a minimum value based on the calculated pedaling period. The control unit predicts the time when the roll angle will reach a maximum value or a minimum value based on the pedaling period. The control unit then detects a standing posture based on the first peak value and the second peak value that occur at the predicted times. Therefore, when the rider's posture changes to a standing posture, the control unit can quickly detect the standing posture.

[0023] In the control device of a tenth aspect according to the eighth or ninth aspect, the control unit detects a first peak value of the yaw angle at a top dead center and a bottom dead center of a pedal of the human-powered vehicle, and a second peak value of the roll angle at the top dead center and the bottom dead center.

[0024] According to the control device of the tenth aspect, the control unit detects the standing posture based on behavior associated with the human-powered vehicle that occurs when the pedal is depressed while in the standing posture, thereby enabling the control device to more accurately detect the standing posture.

[0025] In the control device of an eleventh aspect according to any one of the first to tenth aspects, when the road surface gradient is a gradient corresponding to a flat road, the control unit detects the rider's posture according to the pulsation of the yaw angle of the human-powered vehicle, the pulsation of the roll angle of the human-powered vehicle, and the pulsation of the vehicle speed of the human-powered vehicle.

[0026] According to the control device of the eleventh aspect, when the human-powered vehicle is traveling on a flat road, the control unit detects the rider's attitude using the yaw angle pulsation, the roll angle pulsation, and the vehicle speed pulsation. Therefore, when the human-powered vehicle is traveling on a flat road, the control device can detect the rider's attitude more accurately.

[0027] A control device according to a twelfth aspect is a control device for a human-powered vehicle. The control device includes a control unit that controls an electric component in response to pulsation of a yaw angle of the human-powered vehicle and pulsation of a roll angle of the human-powered vehicle.

[0028] The control device of the twelfth aspect can suitably control the electric components in accordance with the behavior of the human-powered vehicle.

[0029] In the control device of the thirteenth aspect according to the twelfth aspect, the electric component includes a transmission.

[0030] The control device of the thirteenth aspect can suitably control the transmission in accordance with the behavior of the human-powered vehicle.

[0031] In the control device of a fourteenth aspect according to the thirteenth aspect, the control unit detects the rider's posture in accordance with the yaw angle pulsation and the roll angle pulsation, and if the rider's posture is a dancing posture, changes the shifting condition in the transmission from a first shifting condition to a second shifting condition.

[0032] According to the control device of the fourteenth aspect, the control unit can accurately detect the standing posture, and can suitably set the gear change conditions in the transmission to suit the standing posture.

[0033] In the control device of a fifteenth aspect according to the fourteenth aspect, the control unit changes the gear shift condition from the first gear shift condition to the second gear shift condition when the rider's posture is the dancing posture and the gear ratio in the transmission is equal to or greater than a predetermined gear ratio.

[0034] According to the control device of the fifteenth aspect, when the rider is in a standing position and the shock associated with the gear shift is large, the control unit can change the gear shift condition to a second gear shift condition that is suitable for the state of the human-powered vehicle. Therefore, when the rider is in a standing position, for example, the control unit can prevent the rider from taking their feet off the pedals due to the shock associated with the gear shift. Therefore, the control device can improve the safety of the rider.

[0035] In the control device of a sixteenth aspect according to the fourteenth or fifteenth aspect, the second shifting condition has a larger shift threshold for increasing the gear ratio of the transmission device than the first shifting condition.

[0036] According to the control device of the sixteenth aspect, when the rider is in a standing position, the control unit can prevent the gear ratio from increasing. Therefore, the control unit can prevent the occurrence of shocks that accompany gear changes that increase the gear ratio. Therefore, the control device can prevent the rider from taking their feet off the pedals. The control device can further improve the safety of the rider.

[0037] In the control device of the seventeenth aspect according to the fourteenth or fifteenth aspect, under the second shifting condition, shifting in the transmission is limited.

[0038] According to the control device of the seventeenth aspect, when the rider is in a standing position, the control unit can suppress gear changes in the transmission. As a result, the control device can further prevent the rider from stepping off the pedals due to the shock caused by gear changes. The control device can further improve the safety of the rider.

[0039] In the control device of an 18th aspect according to any one of the 14th to 17th aspects, the control unit changes the gear shift condition to a third gear shift condition when the rider's posture is the dancing posture and the road surface gradient is a predetermined uphill gradient. The third gear shift condition has a gear shift threshold for reducing the gear ratio of the transmission that is higher than those of the first gear shift condition and the second gear shift condition.

[0040] According to the control device of the eighteenth aspect, when the rider is in a standing position and the road gradient is an uphill gradient, the control unit can change the gear ratio of the transmission to a smaller value. This allows the control device to reduce the load on the rider. For example, the control device can prevent the human-powered vehicle from tipping over on an uphill gradient. The control device can further improve the safety of the rider.

[0041] In the control device of a nineteenth aspect according to any one of the thirteenth to eighteenth aspects, the control unit controls the transmission so that the gear ratio changes based on cadence.

[0042] According to the control device of the nineteenth aspect, when the rider is in a standing position, the control unit can change the gear ratio of the transmission based on the cadence. Therefore, for example, when the cadence decreases, the control unit can reduce the gear ratio and reduce the load on the rider.

[0043] In the control device of a twentieth aspect according to any one of the first to nineteenth aspects, when the rider's posture is a dancing posture, the control unit increases the number of samples for calculating the vehicle speed of the human-powered vehicle compared to when the rider's posture is not the dancing posture.

[0044] In the control device of the twentieth aspect, when the rider is in a standing position, the control unit detects the vehicle speed based on many samples, thereby enabling the control device to accurately detect the vehicle speed. [Effects of the Invention]

[0045] According to the control device of the present disclosure, the rider's posture can be detected accurately. [Brief explanation of the drawings]

[0046] [Figure 1] FIG. 1 is a side view of a human-powered vehicle equipped with a control device according to a first embodiment. [Figure 2] FIG. 2 is a block diagram showing the electrical configuration of the human-powered vehicle including the control device according to the first embodiment. [Figure 3] FIG. 3 is a diagram showing an example of the amplitude of the yaw angle and the amplitude of the roll angle when the human-powered vehicle according to the first embodiment is in a dancing posture. [Figure 4] FIG. 4 is a flowchart showing an example of a control flow for detecting the rider's attitude in the control device according to the first embodiment. [Figure 5]FIG. 5 is a flowchart showing an example of a control flow for controlling the transmission in the control device according to the first embodiment. [Figure 6] FIG. 6 is a diagram showing the tilted state according to the first embodiment. [Figure 7] FIG. 7 is a diagram (part 1) showing the predetermined cadence range in each inclination state. [Figure 8] FIG. 8 is a diagram (part 2) showing the predetermined cadence range in each inclination state. [Figure 9] FIG. 9 is a flowchart showing an example of a control flow for controlling the transmission in the control device according to the second embodiment. [Figure 10] FIG. 10 is a flowchart showing an example of a control flow for controlling the transmission in the control device according to the third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0047] (First embodiment) A control device 30 for a human-powered vehicle will be described with reference to FIGS. 1 to 8. A human-powered vehicle is a vehicle that has at least one wheel and can be driven at least by human power. As shown in FIG. 1, the human-powered vehicle 10 is, for example, a mountain bike. The human-powered vehicle 10 is not limited to mountain bikes and may be other bicycles such as road bikes, cross bikes, city bikes, cargo bikes, hand cycles, and recumbent bikes, as long as they can be driven at least by human power. The human-powered vehicle 10 may be a one-wheeled vehicle or a vehicle with three or more wheels. The human-powered vehicle 10 may be equipped with an electric drive unit. The electric drive unit is configured to assist the propulsion of the human-powered vehicle 10.

[0048] Hereinafter, the human-powered vehicle 10 may be described using a Cartesian coordinate system having an X-axis, a Y-axis, and a Z-axis. The X-axis corresponds to the front-to-rear direction of the human-powered vehicle 10. The Y-axis corresponds to the left-to-right direction of the human-powered vehicle 10. The Z-axis corresponds to the up-to-down direction of the human-powered vehicle 10. In this specification, the following directional terms "front," "rear," "forward," "rearward," "left," "right," "sideways," "upward," and "downward," as well as any other similar directional terms, refer to those directions determined with reference to a rider at a reference position on the human-powered vehicle 10 (e.g., on the saddle 48A or seat) facing the handlebars 12J.

[0049] The human-powered vehicle 10 includes a frame 12. The frame 12 includes, for example, a head tube 12A, a top tube 12B, a down tube 12C, seat stays 12D, chain stays 12E, and a seat tube 12F. The human-powered vehicle 10 also includes a front fork 12G, a stem 12H, and a handlebar 12J. The front fork 12G and the stem 12H are connected to the head tube 12A. The handlebar 12J is connected to the stem 12H. The human-powered vehicle 10 includes wheels 14, a drivetrain 16, and a transmission system 18. The wheels 14 include a front wheel 14A and a rear wheel 14B. The front wheel 14A is connected to the front fork 12G. The rear wheel 14B is connected to the connection between the seat stays 12D and the chain stays 12E. A seat post 48 is attached to the seat tube 12F. The seat post 48 is configured to adjust the height of the saddle 48A from the road surface by changing the length of the portion that protrudes from the seat tube 12F.

[0050] The drivetrain 16 is configured to transmit manual driving force to the rear wheel 14B. The drivetrain 16 includes a pair of pedals 20, a crank 22, a front chainwheel 24, a chain 26, and a rear sprocket 28. When the crank 22 is rotated by manual driving force applied to the pair of pedals 20, the front chainwheel 24 rotates. The rotational force of the front chainwheel 24 is transmitted to the rear sprocket 28 via the chain 26. The rotation of the rear sprocket 28 rotates the wheel 14. The rear sprocket 28 includes multiple sprockets. The rear sprocket 28 includes multiple sprockets with different numbers of teeth.

[0051] The drivetrain 16 may include a pulley and a belt instead of the front chainwheel 24, rear sprocket 28, and chain 26. The drivetrain 16 may include a bevel gear and a shaft. The crank 22 includes a first crank arm connected to a first axial end of the crankshaft and a second crank arm connected to a second axial end of the crankshaft. The drivetrain 16 may include other components such as a one-way clutch, other sprockets, or other chains. The front chainwheel 24 may include multiple chainwheels. Preferably, the rotation axis of the front chainwheel 24 is coaxial with the rotation axis of the crank 22. The rotation axis of the rear sprocket 28 is coaxial with the rotation axis of the rear wheel 14B.

[0052] The gear shifting system 18 includes a control device 30 and a transmission 32. The control device 30 is provided, for example, on the frame 12. The control device 30 may be housed in the down tube 12C. The control device 30 may also be provided on the transmission 32. The control device 30 operates using power supplied from a battery 34.

[0053] The transmission 32 is provided in the transmission path of the human-powered driving force. The transmission path of the human-powered driving force is the path along which the human-powered driving force applied to the pedals 20 is transmitted to the wheels 14. The transmission 32 includes an external gearbox. The transmission 32 includes, for example, a rear derailleur 36. The transmission 32 may also include a front derailleur. The transmission 32 of this embodiment includes the rear derailleur 36, the chain 26, and the rear sprocket 28. The rear derailleur 36 switches the rear sprocket 28 that meshes with the chain 26, thereby changing the gear ratio of the transmission 32.

[0054] The gear ratio is determined based on the relationship between the number of teeth on the front chainwheel 24 and the number of teeth on the rear sprocket 28. In one example, the gear ratio is defined as the ratio of the number of teeth on the front chainwheel 24 to the number of teeth on the rear sprocket 28. If the gear ratio is R, the number of teeth on the rear sprocket 28 is TR, and the number of teeth on the front chainwheel 24 is TF, the gear ratio R is expressed as R = TF / TR. The number of teeth on the rear sprocket 28 may be replaced with the rotational speed of the wheel 14, and the number of teeth TF on the front chainwheel 24 may be replaced with the rotational speed of the crank 22. In this case, the gear ratio R is expressed as the ratio of the rotational speed of the wheel 14 to the rotational speed of the crank 22. The transmission 32 may include an internal transmission instead of an external transmission. The internal transmission is provided, for example, in the hub of the rear wheel 14B. The transmission 32 may include a continuously variable transmission instead of an external transmission. The continuously variable transmission is provided, for example, on the hub of the rear wheel 14B.

[0055] The transmission system 18 is configured to be able to change the gear ratio of the transmission device 32 in a manual transmission mode and an automatic transmission mode. The control device 30 has two transmission modes: a manual transmission mode and an automatic transmission mode. The transmission mode can be switched by the rider.

[0056] When the shifting mode is set to the manual shifting mode, the shifting system 18 is configured, for example, to drive the shifting device 32 in response to the operation of the shift operating device 38. The shifting device 32 includes an electric actuator 40. The shifting device 32 operates using power supplied from a battery 34. The shifting device 32 may also be supplied with power from a battery dedicated to the shifting device 32. In this embodiment, the rear derailleur 36 is driven by the electric actuator 40. The electric actuator 40 is provided, for example, in the rear derailleur 36. The electric actuator 40 may be connected to the rear derailleur 36 via a Bowden cable. The electric actuator 40 includes, for example, an electric motor and a reducer connected to the electric motor. When the shifting mode is set to the automatic shifting mode, the shifting system 18 is configured to drive the shifting device 32 in response to input information from the human-powered vehicle 10 and shifting conditions.

[0057] As shown in FIG. 2, the control device 30 includes a storage unit 50 and a control unit 52. The storage unit 50 includes storage devices such as non-volatile memory and volatile memory. The non-volatile memory includes at least one of a ROM (Read Only Memory), a flash memory, and a hard disk. The volatile memory includes a RAM (Random Access Memory). The storage unit 50 stores programs used by the control unit 52 for control. The storage unit 50 stores, for example, information related to gear shift conditions.

[0058] The control unit 52 includes a calculation device such as a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 52 may include multiple calculation devices. The multiple calculation devices may be located remotely from each other. The control unit 52 is configured to comprehensively control the operation of the entire transmission system 18, for example, by the calculation device executing a program stored in a ROM using a RAM as a work area. The control unit 52 may also control various components mounted on the human-powered vehicle 10 in addition to the transmission 32 of the human-powered vehicle 10. The control unit 52 may also control an electric drive unit, for example.

[0059] The control unit 52 is connected to the vehicle speed sensor 60, the crank rotation sensor 62, the attitude angle sensor 64, the input device 66, the gear shift operation device 38, and the electric actuator 40 via at least one of an electric cable and a wireless communication device. The control unit 52 is connected to an external device 68 via at least one of an electric cable and a wireless communication device. The control unit 52 is connected to the battery 34 via an electric cable.

[0060] Preferably, the control unit 52 includes a first interface 52A. The first interface 52A is configured to receive information detected by the vehicle speed sensor 60. Preferably, the control unit 52 includes a second interface 52B. The second interface 52B is configured to receive information detected by the crank rotation sensor 62. Preferably, the control unit 52 includes a third interface 52C. The third interface 52C is configured to receive information detected by the attitude angle sensor 64. Preferably, the control unit 52 includes a fourth interface 52D. The fourth interface 52D is configured to receive information received by the input device 66. Preferably, the control unit 52 includes a fifth interface 52E. The fifth interface 52E is configured to receive information transmitted from the external device 68. Preferably, the control unit 52 includes a sixth interface 52F. The sixth interface 52F is configured to receive information transmitted from the gear shift operation device 38.

[0061] The first interface 52A to the sixth interface 52F include, for example, at least one of a cable connection port and a wireless communication device. The wireless communication device includes, for example, a short-range wireless communication unit. The short-range wireless communication unit is configured to wirelessly communicate based on a wireless communication standard such as Bluetooth (registered trademark) or ANT+.

[0062] An electric cable connected to the vehicle speed sensor 60 may be fixed to the first interface 52A. An electric cable connected to the crank rotation sensor 62 may be fixed to the second interface 52B. An electric cable connected to the attitude angle sensor 64 may be fixed to the third interface 52C. An electric cable connected to the input device 66 may be fixed to the fourth interface 52D. The fifth interface 52E includes, for example, a wireless communication device. An electric cable connected to the gear shift operation device 38 may be connected to the sixth interface 52F.

[0063] The vehicle speed sensor 60 is configured to output information related to the speed of the human-powered vehicle 10 to the control unit 52. The vehicle speed sensor 60 is configured to output a signal corresponding to the rotational speed of the wheel 14. The vehicle speed sensor 60 is provided, for example, on the chain stay 12E of the human-powered vehicle 10. The vehicle speed sensor 60 includes a magnetic sensor. The vehicle speed sensor 60 is configured to detect the magnetic field of one or more magnets attached to the spokes, disc brake rotor, or hub of the wheel 14.

[0064] The vehicle speed sensor 60 is configured to output a signal when it detects a magnetic field. The control unit 52 is configured to calculate the traveling speed of the human-powered vehicle 10, for example, based on the time interval or width of the signal output from the vehicle speed sensor 60 as the wheels 14 rotate, and information about the circumference of the wheels 14. The vehicle speed sensor 60 may have any configuration as long as it is configured to output information about the speed of the human-powered vehicle 10, and is not limited to a magnetic sensor, and may include other sensors such as an optical sensor, an acceleration sensor, or a GPS receiver.

[0065] The crank rotation sensor 62 is configured to output information corresponding to the rotational state of the crank 22 to the control unit 52. The crank rotation sensor 62 is configured, for example, to detect information corresponding to the rotational speed of the crank 22. The crank rotation sensor 62 is configured, for example, to detect the top dead center and bottom dead center of the pedal 20 of the human-powered vehicle 10. The crank rotation sensor 62 includes a magnetic sensor that outputs a signal corresponding to the strength of a magnetic field. An annular magnet, whose magnetic field strength varies circumferentially, is provided on a member that rotates in conjunction with the rotation shaft of the crank 22, or on the power transmission path from the rotation shaft of the crank 22 to the front chainwheel 24. For example, the crank rotation sensor 62 is provided so that the magnetic field strength is greatest at the top dead center and bottom dead center of the pedal 20.

[0066] For example, if no one-way clutch is provided between the rotation shaft of the crank 22 and the front chainwheel 24, an annular magnet may be provided on the front chainwheel 24. The crank rotation sensor 62 may have any configuration as long as it is configured to output information corresponding to the rotation state of the crank 22, and may include an optical sensor, an acceleration sensor, a gyro sensor, a torque sensor, or the like instead of a magnetic sensor.

[0067] The attitude angle sensor 64 is configured to output information related to the attitude angle of the human-powered vehicle 10 to the control unit 52. The attitude angle sensor 64 includes an angular velocity sensor. The attitude angle sensor 64 may also include an acceleration sensor. The attitude angle of the human-powered vehicle 10 includes the yaw angle of the human-powered vehicle 10, the roll angle of the human-powered vehicle 10, and the pitch angle of the human-powered vehicle 10.

[0068] The attitude angle sensor 64 is configured to output information corresponding to angular velocities in the X-, Y-, and Z-axis directions. The attitude angle sensor 64 is provided on the human-powered vehicle 10 so that the Z-axis is aligned with the direction of gravity when the human-powered vehicle 10 is in a reference state with the front wheels 14A and rear wheels 14B in contact with a horizontal surface and standing upright. Specifically, the attitude angle sensor 64 is provided on the human-powered vehicle 10 so that the positive Z-axis direction coincides with the vertical direction when the human-powered vehicle 10 is in an upright state with the front wheels 14A and rear wheels 14B in contact with a horizontal surface. The attitude angle sensor 64 is provided on the human-powered vehicle 10 so that the X-axis is aligned with the fore-and-aft direction of the human-powered vehicle 10 when the human-powered vehicle 10 is in an upright state with the front wheels 14A and rear wheels 14B in contact with a horizontal surface. Specifically, the attitude angle sensor 64 is provided so that the positive X-axis direction coincides with the forward direction of the human-powered vehicle 10 when the human-powered vehicle 10 is in an upright state with the front wheels 14A and rear wheels 14B in contact with a horizontal surface. The attitude angle sensor 64 is provided so that the yaw angle pulsation of the human-powered vehicle 10 and the roll angle pulsation of the human-powered vehicle 10 are in opposite phase. For example, when the steering wheel is turned to the right, the attitude angle sensor 64 is provided so that the yaw angle has a positive amplitude. When the human-powered vehicle 10 is tilted to the right, the attitude angle sensor 64 is provided so that the roll angle has a negative amplitude. The attitude angle sensor 64 may also be provided so that the yaw angle pulsation of the human-powered vehicle 10 and the roll angle pulsation of the human-powered vehicle 10 are in phase. For example, when the steering wheel is turned to the right, the attitude angle sensor 64 is provided so that the yaw angle has a positive amplitude. When the human-powered vehicle 10 is tilted to the right, the attitude angle sensor 64 is provided so that the roll angle has a positive amplitude. The pitch angle of the human-powered vehicle 10 corresponds to the gradient of the road on which the human-powered vehicle 10 is traveling. When the human-powered vehicle 10 travels uphill, the pitch angle has a positive value. When the human-powered vehicle 10 travels downhill, the pitch angle has a negative value.

[0069] The input device 66 is configured to output input information to the control unit 52. The input device 66 includes, for example, a cycle computer. The input device 66 may be detachably attached to the human-powered vehicle 10. The input device 66 may also include a smartphone.

[0070] The external device 68 is, for example, a device that can externally change the settings of the human-powered vehicle 10. The external device 68 includes at least one of a smart device and a personal computer. The smart device includes at least one of a wearable device such as a smart watch, a smartphone, and a tablet computer.

[0071] The gearshift operating device 38 includes an operating switch that is operated by the user's fingers or the like. Preferably, the gearshift operating device 38 includes an operating switch for upshifting and an operating switch for downshifting. The gearshift operating device 38 is preferably provided on the handlebar 12J.

[0072] The control unit 52 detects the rider's posture according to the motion state of the human-powered vehicle 10. The rider's posture includes a sitting posture and a standing posture. The sitting posture is a posture in which the rider sits on the saddle 48A and presses on the pedals 20. The dancing posture is a posture in which the rider presses on the pedals 20 without sitting on the saddle 48A.

[0073] The control unit 52 detects the standing posture according to the motion state of the human-powered vehicle 10. The control unit 52 detects the standing posture according to the pulsation of the motion state of the human-powered vehicle 10. The control unit 52 detects the standing posture according to at least one of the pulsation of the yaw angle of the human-powered vehicle 10, the pulsation of the roll angle of the human-powered vehicle 10, the pulsation of the vehicle speed of the human-powered vehicle 10, and the pulsation of the cadence of the human-powered vehicle 10. For example, the control unit 52 detects the rider's posture according to the pulsation of the yaw angle of the human-powered vehicle 10 and the pulsation of the roll angle of the human-powered vehicle 10. The cadence includes the rotational speed of the crankshaft of the human-powered vehicle 10. The cadence may be calculated by dividing the rotational speed of the rear wheel 14B of the human-powered vehicle 10 by the gear ratio of the transmission 32.

[0074] When the rider is in a dancing position, the human-powered vehicle 10 is driven while swaying left and right. That is, when the rider is in a dancing position, the human-powered vehicle 10 is tilted alternately left and right. When the rider is in a dancing position, the handlebar 12J of the human-powered vehicle 10 is rotated in accordance with the left and right swing of the human-powered vehicle 10.

[0075] When the rider is in a dancing position, as shown in FIG. 3, the amplitude of the roll angle of the human-powered vehicle 10 and the amplitude of the yaw angle of the human-powered vehicle 10 change periodically. In FIG. 3, the change in the amplitude of the yaw angle is indicated by a dashed line. In FIG. 3, the change in the amplitude of the roll angle is indicated by a solid line. The attitude angle sensor 64 is provided on the human-powered vehicle 10 so that the pulsation of the roll angle of the human-powered vehicle 10 and the pulsation of the yaw angle of the human-powered vehicle 10 are in opposite phase. In FIG. 3, at time t0, the rider's position changes from a sitting position to a dancing position. When the rider is in a dancing position and the human-powered vehicle 10 is tilted to the right, for example, the handlebar 12J of the human-powered vehicle 10 is rotated to the right. When the human-powered vehicle 10 is tilted to the left, the handlebar 12J of the human-powered vehicle 10 is rotated to the left. When the tilt of the human-powered vehicle 10 changes from right to left, the rotation of the handlebars changes from right to left. In other words, when the rider's posture is a dancing posture, the pulsation of the roll angle of the human-powered vehicle 10 and the pulsation of the yaw angle of the human-powered vehicle 10 are correlated. Therefore, when the rider's posture is a dancing posture, the timing at which the roll angle reaches its maximum value and the timing at which the yaw angle reaches its minimum value coincide. When the rider's posture is a dancing posture, the timing at which the roll angle reaches its minimum value and the timing at which the yaw angle reaches its maximum value coincide. "Agreement" includes not only perfect agreement, but also imperfect agreement due to detection errors, differences in occurrence timing, and the like. In other words, "agreement" includes an acceptable range within which agreement can be considered.

[0076] The control unit 52 detects the rider's posture by executing the control flow shown in FIG.

[0077] In step S10, the control unit 52 detects the yaw angle and roll angle of the human-powered vehicle 10. The control unit 52 detects the yaw angle and roll angle of the human-powered vehicle 10 based on information output from the attitude angle sensor 64. After detecting the yaw angle and roll angle of the human-powered vehicle 10 in step S10, the control unit 52 proceeds to step S11.

[0078] In step S11, the control unit 52 performs an averaging process. The control unit 52 performs an averaging process on the detected yaw angle of the human-powered vehicle 10 and the detected roll angle of the human-powered vehicle 10. After performing the averaging process in step S11, the control unit 52 proceeds to step S12.

[0079] In step S12, the control unit 52 determines whether a maximum value or a minimum value of the yaw angle of the human-powered vehicle 10 has been detected. The control unit 52 determines whether a maximum value or a minimum value of the yaw angle has been detected based on the yaw angle at a predetermined determination time. The predetermined determination time is a preset time. The predetermined determination time includes the time from the current time to a predetermined detection time ago. The predetermined detection time is the time during which a change in the rotation direction of the handlebar 12J can be detected in the dancing position. The predetermined detection time is the time during which a change in the left-right tilt direction of the human-powered vehicle 10 can be detected in the dancing position. The predetermined detection time is also the time corresponding to the change in the rotation direction of the handlebar 12J in the dancing position and the change and difference in the left-right tilt direction of the human-powered vehicle 10 in the dancing position. If a maximum value or a minimum value of the yaw angle has been detected in step S12, the control unit 52 proceeds to step S13. If the control unit 52 does not detect the maximum value of the yaw angle or the minimum value of the yaw angle in step S12, the control unit 52 ends this control flow.

[0080] In step S13, the control unit 52 determines whether a maximum value or a minimum value of the roll angle of the human-powered vehicle 10 has been detected. Based on the roll angle at a predetermined determination time, the control unit 52 determines whether a maximum value or a minimum value of the roll angle has been detected. If the control unit 52 detects a maximum value or a minimum value of the roll angle in step S13, the control unit 52 proceeds to step S14. If the control unit 52 does not detect a maximum value or a minimum value of the roll angle in step S13, the control unit 52 ends this control flow.

[0081] In step S14, the control unit 52 determines whether the combination of the yaw angle and the roll angle satisfies a predetermined combination condition. The predetermined combination condition is determined by the settings of the attitude angle sensor 64. For example, if the attitude angle sensor 64 is installed so that the yaw angle pulsation of the human-powered vehicle 10 and the roll angle pulsation of the human-powered vehicle 10 are in opposite phase, the predetermined combination condition includes a condition where the yaw angle is at a maximum value and the roll angle is at a minimum value. If the attitude angle sensor 64 is installed so that the yaw angle pulsation of the human-powered vehicle 10 and the roll angle pulsation of the human-powered vehicle 10 are in opposite phase, the predetermined combination condition includes a condition where the yaw angle is at a minimum value and the roll angle is at a maximum value. For example, if the attitude angle sensor 64 is provided so that the yaw angle pulsation of the human-powered vehicle 10 and the roll angle pulsation of the human-powered vehicle 10 are in phase, the predetermined combination condition includes a condition that the yaw angle is at a maximum value and the roll angle is at a maximum value. If the attitude angle sensor 64 is provided so that the yaw angle pulsation of the human-powered vehicle 10 and the roll angle pulsation of the human-powered vehicle 10 are in phase, the predetermined combination condition includes a condition that the yaw angle is at a minimum value and the roll angle is at a minimum value. If the control unit 52 determines in step S14 that the combination of the yaw angle and the roll angle satisfies the predetermined combination condition, the control unit 52 proceeds to step S15. If the control unit 52 determines in step S14 that the combination of the yaw angle and the roll angle does not satisfy the predetermined combination condition, the control unit 52 ends the current control flow.

[0082] In step S15, the control unit 52 calculates the pedaling period. The control unit 52 calculates the pedaling period based on the detected cadence. The pedaling period is the time it takes for the pedal 20 to make one rotation. The control unit 52 calculates the pedaling period based on the current cadence. After calculating the pedaling period, the control unit 52 proceeds to step S16.

[0083] In step S16, the control unit 52 calculates the predetermined timings when the pedal 20 will be at top dead center and bottom dead center. The control unit 52 calculates the predetermined timings based on the pedaling cycle. The control unit 52 predicts the timings when the pedal 20 will be at top dead center and bottom dead center based on the current cadence. The control unit 52 calculates the timing that is half the pedaling cycle as the predetermined timing. The predetermined timing is the timing when the roll angle of the human-powered vehicle 10 is predicted to reach a maximum value or a minimum value. The predetermined timing is the timing when the yaw angle of the human-powered vehicle 10 is predicted to reach a maximum value or a minimum value.

[0084] When the rider is in a standing position, the rider depresses the pedals 20 in time with the timing of switching the tilt direction of the human-powered vehicle 10 to the left or right. In other words, the timing of switching the tilt direction of the human-powered vehicle 10 to the left or right coincides with the timing when the pedals 20 reach top dead center and bottom dead center. Therefore, when the rider is in a standing position, the timing of the maximum and minimum values ​​of the roll angle coincides with the timing when the pedals 20 reach top dead center and bottom dead center. Similarly, when the rider is in a standing position, the timing of the maximum and minimum values ​​of the yaw angle coincides with the timing when the pedals 20 reach top dead center and bottom dead center. The predetermined timing includes a difference between the timing when the pedals 20 reach top dead center and bottom dead center in the standing position and the timing when the tilt direction of the human-powered vehicle 10 switches in the standing position. After calculating the predetermined timing in step S16, the control unit 52 proceeds to step S17.

[0085] In step S17, the control unit 52 determines whether the current timing is a predetermined timing. The control unit 52 determines whether the timing at which the combination of the yaw angle and the roll angle satisfies a predetermined combination condition is the predetermined timing. If the control unit 52 determines that the current timing is the predetermined timing, the control unit 52 proceeds to step S18. If the control unit 52 determines that the current timing is not the predetermined timing, the control unit 52 ends this control flow.

[0086] In step S18, the control unit 52 detects a first peak value of the yaw angle and a second peak value of the roll angle. The control unit 52 detects the first peak value of the yaw angle and the second peak value of the roll angle in accordance with the pedaling cycle. The control unit 52 detects the first peak value of the yaw angle at a predetermined timing and the second peak value of the roll angle at a predetermined timing. The control unit 52 detects the first peak value of the yaw angle at the top dead center and the bottom dead center of the pedal 20 of the human-powered vehicle 10. The control unit 52 detects the second peak value of the roll angle at the top dead center and the bottom dead center of the pedal 20 of the human-powered vehicle 10. The control unit 52 detects the maximum value of the yaw angle or the yaw angle detected in step S12 as the first peak value. The control unit 52 detects the maximum value of the roll angle or the minimum value of the roll angle detected in step S13 as the second peak value. After detecting the first peak value and the second peak value in step S18, the control unit 52 proceeds to step S19.

[0087] In step S19, control unit 52 calculates the difference between the magnitude of the first peak value and the magnitude of the second peak value. Control unit 52 calculates the difference by subtracting the absolute value of the first peak value from the absolute value of the second peak value. After calculating the difference between the magnitude of the first peak value and the magnitude of the second peak value in step S19, control unit 52 proceeds to step S20.

[0088] In step S20, the control unit 52 detects the rider's posture. The control unit 52 detects the rider's posture based on a value obtained by superimposing the magnitude of the yaw angle and the magnitude of the roll angle. If the difference between the magnitude of the first peak value of the yaw angle and the magnitude of the second peak value of the roll angle is smaller than a predetermined value, the control unit 52 detects a standing posture. If the difference between the first peak value at a predetermined timing and the second peak value at a predetermined timing is smaller than a predetermined value, the control unit 52 detects a standing posture. If the difference is equal to or greater than a predetermined value, the control unit 52 detects a sitting posture. The predetermined value is set based on the difference between the magnitude of the first peak value that occurs when the rider's posture is a standing posture and the magnitude of the second peak value that occurs when the rider's posture is a standing posture. The predetermined value is set based on experiments, simulations, etc.

[0089] The control unit 52 controls the electric components in accordance with the pulsation of the yaw angle of the human-powered vehicle 10 and the pulsation of the roll angle of the human-powered vehicle 10. The electric components include the transmission 32. The electric components may also include at least one of an electric drive unit, a seat post 48, and a braking device.

[0090] When the gear shift mode is automatic gear shift mode and the state quantities related to the driving of the human-powered vehicle 10 satisfy the gear shift conditions, the control unit 52 controls the transmission 32 to change the gear ratio. The state quantities related to the driving of the human-powered vehicle 10 include at least one of cadence, speed, and the human-powered driving force acting on the drivetrain 16. For example, the state quantity related to the driving of the human-powered vehicle 10 is cadence. The control unit 52 controls the transmission 32 to change the gear ratio based on the cadence. When the cadence satisfies the gear shift conditions, the control unit 52 controls the transmission 32 to change the gear ratio.

[0091] The gear shifting conditions include a first gear shifting condition and a second gear shifting condition. The control unit 52 sets the gear shifting condition to either the first gear shifting condition or the second gear shifting condition depending on the rider's posture. The control unit 52 controls the transmission 32 of the human-powered vehicle 10 by executing the control flow shown in Figure 5.

[0092] In step S30, the control unit 52 determines whether the rider's posture is a standing posture. If the control unit 52 determines in step S30 that the rider's posture is a sitting posture, the control unit 52 proceeds to step S31. If the control unit 52 determines in step S30 that the rider's posture is a standing posture, the control unit 52 proceeds to step S33.

[0093] In step S31, the control unit 52 sets the gear shifting condition to the first gear shifting condition. The first gear shifting condition is a basic gear shifting condition for the human-powered vehicle 10. The first gear shifting condition is met when the cadence exceeds the predetermined cadence range. The first gear shifting condition is not met when the cadence does not exceed the predetermined cadence range. The predetermined cadence range is a range equal to or greater than the lower limit cadence and equal to or less than the upper limit cadence. The predetermined cadence range includes the reference cadence. At least one of the lower limit cadence and the upper limit cadence is set relative to the reference cadence. The predetermined cadence range is set based on the tilt state. When the gear shifting condition is the first gear shifting condition, the control unit 52 further sets gear shifting conditions based on the tilt state of the human-powered vehicle 10.

[0094] The inclination state is the gradient of the road surface on which the human-powered vehicle 10 travels. As shown in Figure 6, the inclination state includes seven states: "FLAT," "UP1," "UP2," "UP3," "DW1," "DW2," and "DW3."

[0095] "FLAT" includes a state of a level road surface. "UP1", "UP2", and "UP3" include states of an upward slope relative to the traveling direction of the human-powered vehicle 10. "UP2" is a state of a steeper upward slope than "UP1". "UP3" is a state of a steeper upward slope than "UP2". "DW1", "DW2", and "DW3" include states of a downward slope relative to the traveling direction of the human-powered vehicle 10. "DW2" is a state of a steeper downward slope than "DW1". "DW3" is a state of a steeper downward slope than "DW2".

[0096] For example, when the tilt state is "FLAT" and the pitch angle is equal to or greater than a first threshold, the tilt state is changed from "FLAT" to "UP1." The first threshold is a preset value. The first threshold is a value indicating an uphill slope. When the tilt state is "UP1" and the pitch angle is equal to or greater than a second threshold and the state continues for a first time or more, the tilt state is changed from "UP1" to "UP2." The second threshold is a preset value. The second threshold is greater than the first threshold. The first time is a preset time. When the tilt state is "UP2" and the state where the pitch angle is equal to or greater than a third threshold and the state continues for a second time or more, the tilt state is changed from "UP2" to "UP3." The third threshold is a preset value. The third threshold is greater than the second threshold. The second time is a preset time. The second time may be the same as the first time.

[0097] When the tilt state is "UP3" and the pitch angle is equal to or less than a fourth threshold, the tilt state is changed from "UP3" to "UP2." The fourth threshold is a preset value. The fourth threshold is smaller than the third threshold. When the tilt state is "UP2" and the pitch angle is equal to or less than a fifth threshold, the tilt state is changed from "UP2" to "UP1." The fifth threshold is a preset value. The fifth threshold is smaller than the second threshold. When the tilt state is "UP1" and the pitch angle is equal to or less than a sixth threshold, the tilt state is changed from "UP1" to "FLAT." The sixth threshold is a preset value. The sixth threshold is smaller than the first threshold.

[0098] When the tilt state is "FLAT" and the pitch angle is equal to or less than a seventh threshold, the tilt state is changed from "FLAT" to "DW1." The seventh threshold is a preset value. The seventh threshold is a value indicating a downward slope. When the tilt state is "DW1" and the pitch angle is equal to or less than an eighth threshold for a third time period or longer, the tilt state is changed from "DW1" to "DW2." The eighth threshold is a preset value. The third time period is a preset time period. The eighth threshold is smaller than the seventh threshold. When the tilt state is "DW2" and the pitch angle is equal to or less than a ninth threshold for a fourth time period or longer, the tilt state is changed from "DW2" to "DW3." The ninth threshold is a preset value. The ninth threshold is smaller than the eighth threshold. The fourth time period is a preset time period. The fourth time period may be the same as the third time period.

[0099] When the tilt state is "DW3" and the pitch angle is equal to or greater than the tenth threshold, the tilt state is changed from "DW3" to "DW2." The tenth threshold is a preset value. The tenth threshold is greater than the ninth threshold. When the tilt state is "DW2" and the pitch angle is equal to or greater than the eleventh threshold, the tilt state is changed from "DW2" to "DW1." The eleventh threshold is a preset value. The eleventh threshold is greater than the eighth threshold. When the tilt state is "DW1" and the pitch angle is equal to or greater than the twelfth threshold, the tilt state is changed from "DW1" to "FLAT." The twelfth threshold is a preset value. The twelfth threshold is greater than the seventh threshold.

[0100] The predetermined cadence range is set for each inclination state, as shown in FIGS.

[0101] When the inclination state is "FLAT," the predetermined cadence range is set to a first predetermined cadence range. The first predetermined cadence range is a range equal to or greater than a first lower limit cadence and equal to or less than a first upper limit cadence. The first lower limit cadence is set by subtracting a first predetermined value from the reference cadence. The first predetermined value is a value that is set in advance. The first upper limit cadence is set by adding the first predetermined value to the reference cadence.

[0102] When the incline state is "UP1," the predetermined cadence range is set to the second predetermined cadence range. The second predetermined cadence range is a range equal to or greater than the second lower limit cadence and equal to or less than the second upper limit cadence. The second lower limit cadence is the same as the first lower limit cadence. The second lower limit cadence may be a value different from the first lower limit cadence. The second upper limit cadence is set by adding a second predetermined value to the reference cadence. The second predetermined value is a value that is set in advance. The second predetermined value is greater than the first predetermined value. The second upper limit cadence is greater than the first upper limit cadence.

[0103] When the inclination state is "UP2" or "UP3," the predetermined cadence range is set to a third predetermined cadence range. The third predetermined cadence range is a range equal to or greater than a third lower limit cadence and equal to or less than a third upper limit cadence. The third lower limit cadence is greater than the second lower limit cadence. The third lower limit cadence is set by subtracting a third predetermined value from the larger of the cadence when the pitch angle is equal to or greater than the second threshold and the reference cadence. The third predetermined value is a preset value. The third upper limit cadence is greater than the second upper limit cadence. For example, the third upper limit cadence is a value obtained by adding a fourth predetermined value to the third lower limit cadence. The fourth predetermined value is greater than the second predetermined value. The predetermined cadence ranges for "UP2" and "UP3" may be different ranges.

[0104] When the inclination state is "DW1," the predetermined cadence range is set to the first predetermined cadence range. The predetermined cadence ranges for "FLAT" and "DW1" may be different ranges.

[0105] When the inclination state is "DW2," the predetermined cadence range is set to the fourth predetermined cadence range. The fourth predetermined cadence range is a range equal to or greater than a fourth lower limit cadence and equal to or less than a fourth upper limit cadence. The fourth lower limit cadence is smaller than the first lower limit cadence. The fourth lower limit cadence is set by subtracting a fifth predetermined value from the reference cadence. The fifth predetermined value is a value set in advance. The fifth predetermined value is larger than the first predetermined value. The fourth upper limit cadence is smaller than the first upper limit cadence. The fourth upper limit cadence is set by adding a sixth predetermined value to the reference cadence. The sixth predetermined value is a value set in advance. The sixth predetermined value is smaller than the first predetermined value.

[0106] When the inclination state is "DW3," the predetermined cadence range is set to the fifth predetermined cadence range. The fifth predetermined cadence range is a range equal to or greater than the fifth lower limit cadence and equal to or less than the fifth upper limit cadence. The fifth lower limit cadence is smaller than the fourth lower limit cadence. The fifth lower limit cadence is set by subtracting a seventh predetermined value from the reference cadence. The seventh predetermined value is a value that is set in advance. The seventh predetermined value is larger than the fifth predetermined value. The fifth upper limit cadence is the same as the fourth upper limit cadence. The fifth upper limit cadence may be a value different from the fourth upper limit cadence.

[0107] In step S31, the control unit 52 sets the gear shift condition to the first gear shift condition, and then proceeds to step S32.

[0108] In step S32, the control unit 52 controls the transmission 32 based on the first gear shifting condition. If the cadence exceeds the predetermined cadence range, the control unit 52 controls the transmission 32 to change the gear ratio. If the cadence does not exceed the predetermined cadence range, the control unit 52 controls the transmission 32 to maintain the current gear ratio. If the cadence is greater than the upper limit cadence, the control unit 52 controls the transmission 32 to increase the gear ratio. If the cadence is smaller than the lower limit cadence, the control unit 52 controls the transmission 32 to decrease the gear ratio.

[0109] In step S33, the control unit 52 sets the gear shifting condition to the second gear shifting condition. When the rider's posture is a dancing posture, the control unit 52 changes the gear shifting condition of the transmission 32 from the first gear shifting condition to the second gear shifting condition. Under the second gear shifting condition, gear shifting in the transmission 32 is restricted. The second gear shifting condition is set to restrict gear shifting in the transmission 32 more than under the first gear shifting condition. The second gear shifting condition is set to restrict gear shifts that increase the gear ratio. Under the second gear shifting condition, the gear shift threshold that increases the gear ratio of the transmission 32 is higher than under the first gear shifting condition. Under the second gear shifting condition, the gear shift threshold that decreases the gear ratio of the transmission 32 is higher than under the first gear shifting condition. When the rider's posture is a dancing posture, the control unit 52 sets the gear shift threshold that decreases the gear ratio to the first gear shift threshold. The first gear shift threshold is higher than the second gear shift threshold. The second shifting threshold is a threshold for reducing the gear ratio when the rider is not in a standing position and the road gradient corresponds to a flat road. For example, the second shifting threshold corresponds to the first lower limit cadence of "FLAT" under the first shifting condition. The second shifting condition is met when the cadence exceeds the sixth predetermined cadence range. The second shifting condition is not met when the cadence does not exceed the sixth predetermined cadence range. The sixth predetermined cadence range is a range equal to or greater than the sixth lower limit cadence and equal to or less than the sixth upper limit cadence. The sixth upper limit cadence is greater than the upper limit cadence under the first shifting condition. For example, the sixth upper limit cadence is greater than the third upper limit cadence under the first shifting condition. The sixth lower limit cadence is greater than the lower limit cadence under the first shifting condition. For example, the sixth lower limit cadence is greater than the first lower limit cadence under the first shifting condition. The sixth lower limit cadence corresponds to the first shifting threshold. After setting the shifting condition to the second shifting condition in step S33, the control unit 52 proceeds to step S34. The second shifting condition may have a lower shifting threshold for reducing the gear ratio of the transmission 32 than the first shifting condition. For example, the sixth lower limit cadence may be lower than the lower limit cadence in the first shifting condition. In other words, the second shifting condition may be set to suppress shifts that reduce the gear ratio.

[0110] In step S34, the control unit 52 controls the transmission 32 based on the second gear shifting condition. When the rider's posture is a standing posture, the control unit 52 controls the transmission 32 to restrict an increase in the gear ratio. When the rider's posture is a standing posture, the control unit 52 controls the transmission 32 to allow a decrease in the gear ratio. When the rider's posture is a standing posture, the control unit 52 controls the transmission 32 to restrict an increase in the gear ratio, regardless of the road gradient. When the rider's posture is a standing posture, the control unit 52 controls the transmission 32 to allow a decrease in the gear ratio, regardless of the road gradient. When the cadence exceeds a sixth predetermined cadence range, the control unit 52 controls the transmission 32 to change the gear ratio. When the cadence does not exceed the sixth predetermined cadence range, the control unit 52 controls the transmission 32 to maintain the current gear ratio. When the cadence is greater than the sixth upper limit cadence, the control unit 52 controls the transmission 32 to increase the gear ratio. When the cadence is smaller than the sixth lower limit cadence, the control unit 52 controls the transmission 32 to decrease the gear ratio. When the rider's posture is dancing and the cadence is less than the lower limit cadence, the control unit 52 controls the transmission 32 to decrease the gear ratio. When the cadence is less than the lower limit cadence for a predetermined consecutive time, the control unit 52 may control the transmission 32 to decrease the gear ratio. The predetermined time is a time that is set in advance. The predetermined time is, for example, the time it takes for the detected cadence to stabilize. When the rider's posture is dancing, the control unit 52 may control the transmission 32 to prohibit a gear change that would increase the gear ratio. In other words, the second gear change condition may be set to prohibit a gear change that would increase the gear ratio.

[0111] (Second embodiment) A human-powered vehicle 10 according to the second embodiment will now be described. Descriptions of the same configurations and controls as those of the human-powered vehicle 10 according to the first embodiment will be omitted. The human-powered vehicle 10 according to the second embodiment differs from the first embodiment in the process of setting the gear change conditions. The control unit 52 controls the transmission 32 by executing the control flow shown in Figure 9.

[0112] The processing from steps S30 to S32 in FIG. 9 is the same as the processing from steps S30 to S32 in FIG.

[0113] If the control unit 52 determines in step S30 that the rider's posture is a dancing posture, the process proceeds to step S40.

[0114] In step S40, the control unit 52 determines whether the road surface gradient is less than a predetermined upward gradient. The predetermined upward gradient is a gradient that is set in advance. The predetermined upward gradient corresponds to, for example, "UP2." If the control unit 52 determines in step S40 that the road surface gradient is less than the predetermined upward gradient, the control unit 52 proceeds to step S41. If the control unit 52 determines in step S40 that the road surface gradient is equal to or greater than the predetermined upward gradient, the control unit 52 proceeds to step S33. If the rider's posture is a standing posture and the road surface gradient is equal to or greater than the predetermined upward gradient, the control unit 52 sets the gear shift condition to the second gear shift condition in step S33.

[0115] In step S41, the control unit 52 determines whether the gear ratio of the transmission 32 is equal to or greater than a predetermined gear ratio. The predetermined gear ratio is a preset gear ratio. The predetermined gear ratio is a gear ratio on the high-speed side of the transmission 32. For example, if the transmission 32 can be changed into 10 gear stages, the predetermined gear ratio is a gear ratio corresponding to 7 gear stages. If the control unit 52 determines in step S41 that the gear ratio is less than the predetermined gear ratio, the control unit 52 proceeds to step S31. If the rider's posture is a dancing posture and the gear ratio of the transmission 32 is less than the predetermined gear ratio, the control unit 52 sets the gear shifting condition to the first gear shifting condition in step S31. If the control unit 52 determines in step S41 that the gear ratio is equal to or greater than the predetermined gear ratio, the control unit 52 proceeds to step S33. If the rider's posture is a dancing posture and the gear ratio in the transmission 32 is equal to or greater than a predetermined gear ratio, the control unit 52 changes the gear shift condition from the first gear shift condition to the second gear shift condition in step S33.

[0116] The process of step S33 is the same as the process of step S33 in Fig. 5. After the control unit 52 sets the gear shift condition to the second gear shift condition in step S33, the process proceeds to step S34.

[0117] In step S34, the control unit 52 controls the transmission 32 based on the second gear shifting condition, similar to step S34 in Fig. 5. When the rider's posture is in a standing posture and the road surface gradient is equal to or greater than a predetermined upward gradient, the control unit 52 controls the transmission 32 to restrict an increase in the gear ratio. When the rider's posture is in a standing posture and the road surface gradient is equal to or greater than a predetermined upward gradient, the control unit 52 controls the transmission 32 to allow a decrease in the gear ratio. When the rider's posture is in a standing posture, the road surface gradient is less than a predetermined upward gradient, and the gear ratio is equal to or greater than a predetermined gear ratio, the control unit 52 controls the transmission 32 to restrict an increase in the gear ratio. When the rider's posture is in a standing posture, the road surface gradient is less than a predetermined upward gradient, and the gear ratio is equal to or greater than a predetermined gear ratio, the control unit 52 controls the transmission 32 to allow a decrease in the gear ratio.

[0118] (Third embodiment) A human-powered vehicle 10 according to the third embodiment will be described. Explanations of the same configurations and controls as those of the human-powered vehicle 10 according to the first embodiment will be omitted. The human-powered vehicle 10 according to the third embodiment differs from the first embodiment in the gear shift conditions based on the rider's posture.

[0119] The gear shift conditions include a first gear shift condition, a second gear shift condition, and a third gear shift condition. The control unit 52 controls the transmission 32 by executing the control flow shown in FIG.

[0120] The processing from steps S30 to S32 in FIG. 10 is the same as the processing from steps S30 to S32 in FIG.

[0121] If the control unit 52 determines in step S30 that the rider's posture is a dancing posture, the process proceeds to step S50.

[0122] In step S50, the control unit 52 determines whether the road surface gradient is less than a predetermined upward gradient. The predetermined upward gradient is the same as the predetermined upward gradient in the second embodiment. The predetermined upward gradient in the third embodiment may be a gradient different from the predetermined upward gradient in the second embodiment. If the control unit 52 determines in step S50 that the road surface gradient is less than the predetermined upward gradient, the control unit 52 proceeds to step S33. If the control unit 52 determines in step S50 that the road surface gradient is equal to or greater than the predetermined upward gradient, the control unit 52 proceeds to step S51.

[0123] The process of step S33 is the same as the process of step S33 in Fig. 5. After the control unit 52 sets the gear shift condition to the second gear shift condition in step S33, the process proceeds to step S34.

[0124] In step S34, the control unit 52 controls the transmission 32 based on the second shifting condition, similar to step S34 in Fig. 5. When the rider's posture is standing and the road surface gradient is less than a predetermined upward gradient, the control unit 52 controls the transmission 32 to restrict the gear ratio from increasing. When the rider's posture is standing and the road surface gradient is less than a predetermined upward gradient, the control unit 52 controls the transmission 32 to allow the gear ratio to decrease.

[0125] In step S51, the control unit 52 sets the gear shifting condition to the third gear shifting condition. When the rider's posture is a standing posture and the road gradient is equal to or greater than a predetermined uphill gradient, the control unit 52 changes the gear shifting condition to the third gear shifting condition. The third gear shifting condition has a higher gear shift threshold for reducing the gear ratio of the transmission 32 than the first gear shifting condition and the second gear shifting condition. The third gear shifting condition is satisfied when the cadence exceeds a seventh predetermined cadence range. The third gear shifting condition is not satisfied when the cadence does not exceed the seventh predetermined cadence range. The seventh cadence range is a range equal to or greater than a seventh lower limit cadence and equal to or less than a seventh upper limit cadence. The seventh upper limit cadence is greater than the sixth upper limit cadence of the second gear shifting condition. The seventh lower limit cadence is greater than the sixth lower limit cadence of the second gear shifting condition. The seventh lower limit cadence is greater than the third lower limit cadence of the first shifting condition. The seventh lower limit cadence is, for example, 45 rpm. The seventh lower limit cadence may be less than the third lower limit cadence of the first shifting condition. After setting the shifting condition to the third shifting condition in step S51, the control unit 52 proceeds to step S52.

[0126] In step S52, the control unit 52 controls the transmission 32 based on the third gear shifting condition. When the rider's posture is standing and the road gradient is equal to or greater than a predetermined uphill gradient, the control unit 52 controls the transmission 32 to restrict an increase in the gear ratio. When the rider's posture is standing and the road gradient is equal to or greater than a predetermined uphill gradient, the control unit 52 controls the transmission 32 to allow a decrease in the gear ratio. When the cadence exceeds a seventh predetermined cadence range, the control unit 52 controls the transmission 32 to change the gear ratio. When the cadence does not exceed the seventh predetermined cadence range, the control unit 52 controls the transmission 32 to maintain the current gear ratio. When the cadence is greater than the seventh upper cadence limit, the control unit 52 controls the transmission 32 to increase the gear ratio. When the cadence is lower than the seventh lower limit cadence, the control unit 52 controls the transmission 32 so that the gear ratio becomes smaller.

[0127] The third shifting condition in the third embodiment may be applied to the shifting condition in the second embodiment.

[0128] In the human-powered vehicle 10 according to the modified example, if the yaw angle pulsation period and the roll angle pulsation period match, the control unit 52 may detect a dancing posture. The yaw angle pulsation period and the roll angle pulsation period are calculated in accordance with the behavior of the human-powered vehicle 10 in the dancing posture. For example, the yaw angle pulsation period is calculated based on the maximum value or minimum value of the yaw angle that occurs when the handlebar 12J is rotated to the right, left, and right. The roll angle pulsation period is calculated based on the maximum value or minimum value of the roll angle that occurs when the human-powered vehicle 10 is tilted to the right, left, and right. The control unit 52 may detect a dancing posture based on the yaw angle pulsation period, the roll angle pulsation period, and the pedaling period. For example, if the pulsation period of the yaw angle, the pulsation period of the roll angle, and the pedaling period match, the control unit 52 may detect a dancing posture.

[0129] In a human-powered vehicle 10 according to a modified example, the control unit 52 may detect a dancing posture when the rotation direction of the human-powered vehicle 10 based on the yaw angle and the tilt direction of the human-powered vehicle 10 based on the roll angle match. For example, the control unit 52 detects a dancing posture when the handlebar 12J rotates to the right and the human-powered vehicle 10 tilts to the right in the left-right direction. For example, the control unit 52 detects a dancing posture when the handlebar 12J rotates to the left and the human-powered vehicle 10 tilts to the left in the left-right direction. The control unit 52 may detect a dancing posture when the rotation direction of the human-powered vehicle 10 based on the yaw angle and the tilt direction of the human-powered vehicle 10 based on the roll angle match multiple times in succession.

[0130] In the human-powered vehicle 10 according to the modified example, the control unit 52 may detect the maximum value or minimum value of the yaw angle as the first peak value. The control unit 52 may detect the maximum value or minimum value of the roll angle as the second peak value. If the first timing at which the first peak value of the yaw angle is detected coincides with the second timing at which the second peak value of the roll angle is detected, the control unit 52 may detect a dancing posture. The first peak value and the second peak value may be detected in accordance with the behavior of the human-powered vehicle 10 in the dancing posture. For example, the first peak value is the maximum value or minimum value of the yaw angle that occurs when the handlebar 12J is rotated from right to left. The second peak value is the maximum value or minimum value of the roll angle that occurs when the tilt of the human-powered vehicle 10 is changed from right to left. When the first timing and the second timing coincide multiple times in succession, the control unit 52 may detect a dancing posture.

[0131] In a human-powered vehicle 10 according to a modified example, when the rider is in a standing position, the control unit 52 samples more data to calculate the vehicle speed of the human-powered vehicle 10 than when the rider is not in a standing position. For example, when the rider is in a sitting position, the control unit 52 calculates the vehicle speed based on the instantaneous value detected by the vehicle speed sensor 60. When the rider is in a standing position, the control unit 52 calculates the vehicle speed as the average value of the instantaneous values ​​detected by the vehicle speed sensor 60 during one rotation of the wheel 14.

[0132] In a human-powered vehicle 10 according to a modified example, the control unit 52 may detect the rider's posture according to the pulsation of the vehicle speed of the human-powered vehicle 10. For example, when the rider presses the pedal 20, the vehicle speed of the human-powered vehicle 10 decreases when the pedal 20 is at the top dead center and bottom dead center, and increases when the pedal 20 is midway between the top dead center and bottom dead center. In other words, the vehicle speed of the human-powered vehicle 10 pulsates, repeatedly increasing and decreasing according to the position of the pedal 20. In particular, when the rider is in a dancing position, the pulsation of the vehicle speed of the human-powered vehicle 10 increases.

[0133] In a human-powered vehicle 10 according to a modified example, the control unit 52 may detect the rider's posture according to the cadence pulsation of the human-powered vehicle 10. For example, when the rider presses the pedal 20, the cadence of the human-powered vehicle 10 decreases when the pedal 20 is at the top dead center and bottom dead center, and increases when the pedal 20 is midway between the top dead center and bottom dead center. In other words, the cadence of the human-powered vehicle 10 pulsates, repeatedly increasing and decreasing according to the position of the pedal 20. In particular, when the rider is in a dancing position, the cadence pulsation of the human-powered vehicle 10 increases.

[0134] In the human-powered vehicle 10 according to the modified example, when the road gradient corresponds to a flat road, the control unit 52 may detect the rider's posture based on the yaw angle pulsation of the human-powered vehicle 10, the roll angle pulsation of the human-powered vehicle 10, and the vehicle speed pulsation of the human-powered vehicle 10. A gradient corresponding to a flat road is, for example, "FLAT," which indicates an inclined state. Gradient values ​​corresponding to a flat road may also include "UP1" and "DW1." When the human-powered vehicle 10 travels downhill, the vehicle speed increases due to the influence of the weight of the human-powered vehicle 10 and the rider. Therefore, the vehicle speed pulsation of the human-powered vehicle 10 generated by the rider pressing the pedals 20 decreases. When the human-powered vehicle 10 travels uphill, the vehicle speed itself may decrease. Therefore, the vehicle speed pulsation of the human-powered vehicle 10 may decrease. Therefore, when the road gradient is both downward and upward, there is a risk that the detection accuracy of detecting the rider's posture based on the pulsation of the vehicle speed may decrease. In the human-powered vehicle 10 according to the modified example, the control unit 52 detects the rider's posture using the pulsation of the vehicle speed of the human-powered vehicle 10 only when the road gradient corresponds to a flat road.

[0135] For example, when the road surface gradient corresponds to a flat road, the control unit 52 calculates the predetermined timing based on the pulsation of the vehicle speed. When the road surface gradient corresponds to a flat road, the control unit 52 calculates the timing at which the pulsation of the vehicle speed reaches a minimum value as the predetermined timing. When the road surface gradient corresponds to a flat road, the control unit 52 may calculate a first predetermined timing based on the pedaling cycle and a second predetermined timing at which the pulsation of the vehicle speed reaches a minimum value. When the road surface gradient corresponds to a flat road, the control unit 52 may calculate the timing at which the first predetermined timing and the second predetermined timing coincide as the predetermined timing.

[0136] For example, when the road gradient corresponds to a flat road, the control unit 52 detects the minimum value of the vehicle speed as the third peak value. When the third timing at which the third peak value is detected coincides with the first timing at which the first peak value of the yaw angle is detected and the second timing at which the second peak value of the roll angle is detected, the control unit 52 may detect the dancing posture.

[0137] For example, if the road surface gradient corresponds to a flat road and the pulsation period of the yaw angle, the pulsation period of the roll angle, and the pulsation period of the vehicle speed match, the control unit 52 may detect a dancing posture.

[0138] The manual shift mode may be omitted from the control device 30 of the embodiment. In the control device 30 of the embodiment, any interface not required for control among the first interface 52A to the sixth interface 52F may be omitted.

[0139] The phrase "at least one" as used herein means "one or more" of the desired options. As an example, the phrase "at least one" as used herein means "only one option" or "both of two options" when the number of options is two. As another example, the phrase "at least one" as used herein means "only one option" or "any combination of two or more options" when the number of options is three or more. [Explanation of symbols]

[0140] 10... human-powered vehicle, 12J... handlebar, 20... pedal, 30... control device, 32... transmission, 52... control unit, 60... vehicle speed sensor, 62... crank rotation sensor, 64... attitude angle sensor

Claims

1. A control device for a human-powered vehicle, a control unit that detects a rider's attitude in accordance with a yaw angle pulsation of the human-powered vehicle and a roll angle pulsation of the human-powered vehicle; The control unit detects a dancing posture when a period of the pulsation of the yaw angle and a period of the pulsation of the roll angle match.

2. A control device for a human-powered vehicle, a control device comprising: a control unit that detects a dancing posture when a rotation direction of the human-powered vehicle based on a yaw angle of the human-powered vehicle and a tilt direction of the human-powered vehicle based on a roll angle of the human-powered vehicle coincide with each other.

3. A control device for a human-powered vehicle, a control unit that detects a rider's attitude in accordance with a yaw angle pulsation of the human-powered vehicle and a roll angle pulsation of the human-powered vehicle; the control unit detects the attitude of the rider according to a value obtained by superimposing the magnitude of the yaw angle and the magnitude of the roll angle; a control device that detects a dancing posture when a difference between a magnitude of the first peak value of the yaw angle and a magnitude of the second peak value of the roll angle is smaller than a predetermined value;

4. The control device according to claim 3 , wherein the control unit detects the dancing posture when a difference between the first peak value at a predetermined timing and the second peak value at the predetermined timing is smaller than the predetermined value.

5. A control device for a human-powered vehicle, a control unit that detects a rider's attitude in accordance with a yaw angle pulsation of the human-powered vehicle and a roll angle pulsation of the human-powered vehicle; The control unit detects a dancing posture when a first timing at which a first peak value of the yaw angle is detected and a second timing at which a second peak value of the roll angle is detected coincide with each other.

6. 6. The control device according to claim 1, wherein the control unit detects a first peak value of the yaw angle and a second peak value of the roll angle in accordance with a pedaling cycle.

7. The control device according to claim 6 , wherein the control unit calculates the pedaling period based on the detected cadence.

8. 8. The control device according to claim 6, wherein the control unit detects a first peak value of the yaw angle at a top dead center and a bottom dead center of a pedal of the human-powered vehicle, and a second peak value of the roll angle at the top dead center and the bottom dead center.

9. A control device for a human-powered vehicle, a control unit that detects a rider's attitude in accordance with a yaw angle pulsation of the human-powered vehicle, a roll angle pulsation of the human-powered vehicle, and a vehicle speed pulsation of the human-powered vehicle when the road surface gradient is a gradient corresponding to a flat road; The control unit detects a dancing posture when the road surface gradient corresponds to a flat road and the period of the pulsation of the yaw angle of the human-powered vehicle, the period of the pulsation of the roll angle of the human-powered vehicle, and the period of the pulsation of the vehicle speed of the human-powered vehicle coincide.

10. A control device for a human-powered vehicle, a control unit that detects a rider's attitude in accordance with a yaw angle pulsation of the human-powered vehicle, a roll angle pulsation of the human-powered vehicle, and a vehicle speed pulsation of the human-powered vehicle when the road surface gradient is a gradient corresponding to a flat road; the control unit detects the attitude of the rider according to a value obtained by superimposing the magnitude of the yaw angle and the magnitude of the roll angle; detecting a dancing posture when the road surface gradient corresponds to the flat road and a difference between a first peak value at a predetermined timing and a second peak value at the predetermined timing is smaller than a predetermined value; The control device, wherein the predetermined timing is a timing at which a first predetermined timing based on a pairing cycle coincides with a second predetermined timing at which the pulsation of the vehicle speed becomes a minimum value.

11. A control device for a human-powered vehicle, a control unit that detects a rider's attitude in accordance with a yaw angle pulsation of the human-powered vehicle, a roll angle pulsation of the human-powered vehicle, and a vehicle speed pulsation of the human-powered vehicle when the road surface gradient is a gradient corresponding to a flat road; The control unit detects a dancing posture when the road surface gradient corresponds to the flat road, and a first timing at which a first peak value of the yaw angle is detected, a second timing at which a second peak value of the roll angle is detected, and a third timing at which a third peak value, which is the minimum value of the vehicle speed, is detected coincide with each other.

12. The control unit: Controlling the transmission, 12. The control device according to claim 1, wherein, when the rider is in a standing position, the shifting condition in the transmission is changed from a first shifting condition to a second shifting condition.

13. 13. The control device according to claim 12, wherein the control unit changes the gear shift condition from the first gear shift condition to the second gear shift condition when the rider's posture is the dancing posture and the gear ratio in the transmission is equal to or greater than a predetermined gear ratio.

14. The control device according to claim 12 or 13, wherein the second shifting condition has a shifting threshold value for increasing the gear ratio of the transmission device that is higher than that of the first shifting condition.

15. The control device according to claim 12 or 13, wherein, under the second shifting condition, shifting in the transmission is restricted.

16. The control unit When the rider's posture is the dancing posture and the road surface gradient is a predetermined uphill gradient, the gear shift condition is changed to a third gear shift condition; The control device according to any one of claims 12 to 15, wherein the third shifting condition has a shifting threshold value that reduces the gear ratio of the transmission device that is greater than the first shifting condition and the second shifting condition.

17. The control device according to any one of claims 12 to 16, wherein the control unit controls the transmission so that the gear ratio changes based on cadence.

18. The control device according to any one of claims 1 to 17, wherein the control unit increases sampling for calculating the vehicle speed of the human-powered vehicle when the rider's posture is a dancing posture compared to when the rider's posture is not the dancing posture.

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