control device

Abstract

To provide a control device that can contribute to comfortable running of a human-driven vehicle by appropriately setting a speed-change condition, when a road surface on which the human-driven vehicle runs inclines upward.SOLUTION: A control device controls a human-driven vehicle, and comprises a control part. The control part controls a speed-change device on the basis of a speed change condition for the human-driven vehicle. When the obliquity of a road surface on which the human-driven vehicle runs is equal to or higher than a predetermined obliquity, the control part sets the speed change condition to a first speed change condition. When changing a change gear ratio of the speed change device on the basis of the first speed change condition, the control part sets the speed change condition to a second speed change condition. The second speed change condition is different from the first speed change condition.SELECTED DRAWING: Figure 2

Description

Technical Field

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

Background Art

[0002] Patent Document 1 discloses a control device that sets shift conditions in a transmission of a human-powered vehicle based on the inclination angle of a road surface.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] One object of the present disclosure is to provide a control device that can contribute to comfortable running of a human-powered vehicle by suitably setting shift conditions when the road surface on which the human-powered vehicle travels is an uphill slope.

Means for Solving the Problems

[0005] <000003o>A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle. The control device includes a control unit. The control unit controls a transmission based on shift conditions of the human-powered vehicle. When the gradient of the road surface on which the human-powered vehicle travels is a predetermined gradient or more, the control unit sets the shift conditions to first shift conditions. When the control unit changes the gear ratio of the transmission based on the first shift conditions, the control unit sets the shift conditions to second shift conditions. The second shift conditions are different from the first shift conditions.

[0006] According to the control device of the first aspect, when the gradient is a predetermined gradient or more, the control unit can suitably set the shift conditions after the gear ratio is changed. Therefore, the control device can contribute to comfortable running of the human-powered vehicle.

[0007] In a control device of the second side corresponding to the first side, the second gear shift condition is changed each time the gear ratio is changed when the incline is greater than or equal to the predetermined incline.

[0008] According to the control device on the second side, the control unit can suitably set the shifting conditions after the gear ratio has been changed each time the gear ratio is changed. Therefore, the control device can further contribute to the favorable driving of the human-powered vehicle.

[0009] In a control device according to the first aspect, or the third aspect according to the second aspect, the first shift condition includes a first lower threshold for reducing the gear ratio. The second shift condition includes a second lower threshold for reducing the gear ratio. The second lower threshold is smaller than the first lower threshold.

[0010] According to the control device on the third side, when the incline is greater than or equal to a predetermined incline, the control unit can suppress excessive downshifting after downshifting the transmission based on the first shift condition. Therefore, the control device can further contribute to the comfortable driving of human-powered vehicles.

[0011] In the control device of the fourth side according to the third side, the second lower limit threshold decreases each time the gear ratio is changed.

[0012] According to the control device on the fourth side, the control unit can suppress excessive downshifts while allowing downshifts by reducing the second lower limit threshold each time the gear ratio is changed. Therefore, the control device can further contribute to the comfortable driving of human-powered vehicles.

[0013] In a control device of the fifth side corresponding to the fourth side, the control unit sets the gear shift condition to the third gear shift condition when the incline is less than the predetermined incline. The third gear shift condition is different from the first gear shift condition. The third gear shift condition includes a third lower threshold that reduces the gear ratio. The second lower threshold decreases each time the gear ratio is changed until the second lower threshold becomes equal to the third lower threshold.

[0014] According to the control device on the fifth side, the control unit can prevent downshifting from being suppressed more than when the incline is less than a predetermined incline, even when the incline is greater than or equal to a predetermined incline. Therefore, the control device can prevent causing discomfort to the rider.

[0015] In a control device of a sixth side according to any one of the first to fifth sides, the control unit controls the transmission so that the gear ratio is changed based on cadence. The first gear condition includes a first lower gear cadence that reduces the gear ratio. The second gear condition includes a second lower gear cadence that reduces the gear ratio. The second lower gear cadence is smaller than the first lower gear cadence.

[0016] According to the control device on the sixth side, if the incline exceeds a predetermined incline and the cadence of the human-powered vehicle decreases, the control device can downshift the transmission in accordance with the decrease in cadence. After downshifting the transmission, the control device can suppress excessive downshifting. Therefore, the control device can further contribute to the comfortable riding of the human-powered vehicle.

[0017] In the control device of the seventh side according to the sixth side, the second lower limit cadence of the gear change is set to decrease each time the gear ratio is changed.

[0018] According to the control device on the seventh side, the control unit can suppress excessive downshifts while allowing downshifts by reducing the second gear lower limit cadence each time the gear ratio is changed. Therefore, the control device can further contribute to the comfortable driving of human-powered vehicles.

[0019] In the control device of the eighth side corresponding to the seventh side, the second lower limit cadence is set by subtracting a first predetermined value from the second lower limit cadence before the change each time the gear ratio is changed.

[0020] According to the control device of the eighth aspect, each time the gear ratio is changed, the control unit can decrease the second shift lower limit cadence by the same subtraction amount. When downshifting is performed based on the second shift condition, the control device can reduce the discomfort given to the rider.

[0021] In the control device of the ninth aspect according to the eighth aspect, the first shift lower limit cadence is set based on the cadence when the slope is greater than or equal to the predetermined slope.

[0022] According to the control device of the ninth aspect, the control unit can set a suitable first shift lower limit cadence according to the cadence when the slope is greater than or equal to the predetermined slope. Therefore, the control device can contribute to the suitable running of the human-powered vehicle.

[0023] In the control device of the tenth aspect according to the ninth aspect, the first shift lower limit cadence is set by subtracting a second predetermined value from the cadence when the slope is greater than or equal to the predetermined slope.

[0024] According to the control device of the tenth aspect, a more suitable first shift lower limit cadence can be set according to the cadence when the slope is greater than or equal to the predetermined slope. Therefore, the control device can further contribute to the suitable running of the human-powered vehicle.

[0025] In the control device of the eleventh aspect according to any one of the first to tenth aspects, the first shift condition includes a first upper limit threshold for increasing the gear ratio. The second shift condition includes a second upper limit threshold for increasing the gear ratio. The second upper limit threshold is smaller than the first upper limit threshold.

[0026] According to the control device of the 11th aspect, for example, when the second shift condition includes a second lower limit threshold for reducing the gear ratio and the second lower limit threshold is smaller than the first lower limit threshold of the first shift condition, the control unit can set a second upper limit threshold corresponding to the second lower limit threshold. The control unit can suppress the range where shifting does not occur in the second shift condition from becoming too large. The control unit can preferably set the second shift condition. Therefore, the control device can further contribute to the suitable running of the human-powered vehicle.

[0027] In the control device of the 12th aspect according to the 第11側面 (should be "11th aspect"), the second upper limit threshold is set to become smaller each time the gear ratio is changed.

[0028] According to the control device of the 12th aspect, for example, when the second lower limit threshold of the second shift condition becomes smaller each time the gear ratio is changed, the control unit can set a second upper limit threshold corresponding to the second lower limit threshold respectively. The control unit can set the second shift condition more preferably. Therefore, the control device can further contribute to the suitable running of the human-powered vehicle.

[0029] In the control device of the 13th aspect according to any one of the 1st to 12th aspects, the control unit controls the transmission so that the gear ratio is changed based on the cadence. The first shift condition includes a first shift upper cadence for increasing the gear ratio. The second shift condition includes a second shift upper cadence for increasing the gear ratio. The second shift upper cadence is smaller than the first shift upper cadence.

[0030] According to the control device of the 13th aspect, for example, when the second shift condition includes a second shift lower cadence and the second shift lower cadence is smaller than the first shift lower cadence of the first shift condition, the control unit can set a second shift upper cadence corresponding to the second shift lower cadence. The control unit can suppress the range where shifting does not occur in the second shift condition from becoming too large. The control unit can preferably set the second shift condition. Therefore, the control device can further contribute to the suitable running of the human-powered vehicle.

[0031] It should be noted that there is an unclear "第11側面" in the original text which is translated as "11th aspect" tentatively. If there is a more accurate term, it can be adjusted accordingly. In the control device of the 14th side according to the 13th side, the second gear shift upper limit cadence is set to decrease each time the gear ratio is changed.

[0032] According to the control device on the 14th side, for example, if the second lower limit cadence of the second gear condition decreases each time the gear ratio is changed, the control unit can set a second upper limit cadence corresponding to the second lower limit cadence. The control unit can further optimize the second gear condition. Therefore, the control device can further contribute to the optimal driving of the human-powered vehicle.

[0033] In the control device of the 15th side corresponding to the 14th side, the second gear shift upper limit cadence is set by subtracting a first predetermined value from the second gear shift upper limit cadence before the change each time the gear ratio is changed.

[0034] According to the control device on side 15, the control unit can reduce the second gear upper limit cadence by the same amount each time the gear ratio is changed. When an upshift is performed based on the second gear condition, the control device can reduce the discomfort felt by the rider.

[0035] In the control device according to the 14th side, or the 16th side according to the 15th side, the second gear shift upper limit cadence is set by adding a third predetermined value to the second gear shift lower limit cadence.

[0036] According to the control device on side 16, the control unit can set a second gear limit cadence corresponding to a second gear limit lower cadence. The control unit can further optimize the second gear conditions. Therefore, the control device can further contribute to the optimal driving of the human-powered vehicle.

[0037] In the control device according to the 14th side, or the 17th side according to the 15th side, the second gear shift upper limit cadence is set to the larger of the value obtained by adding a third predetermined value to the second gear shift lower limit cadence, and a fourth predetermined value.

[0038] According to the control device on side 17, the control unit can allow upshifting in the second gear shift condition while suppressing excessive upshifting when the incline is greater than or equal to a predetermined incline. Therefore, the control device can prevent an excessive increase in load on the rider. [Effects of the Invention]

[0039] According to the control device of this disclosure, when the road surface on which the human-powered vehicle is traveling is on an uphill slope, the gear shifting conditions can be suitably set to contribute to the comfortable driving of the human-powered vehicle. [Brief explanation of the drawing]

[0040] [Figure 1] Figure 1 is a side view of a human-powered vehicle equipped with a control device according to the embodiment. [Figure 2] Figure 2 is a block diagram showing the electrical configuration of a human-powered vehicle including a control device according to an embodiment. [Figure 3] Figure 3 shows a method for changing the inclined region according to the embodiment. [Figure 4] Figure 4 is a diagram (part 1) showing a predetermined cadence range in each inclined region according to the embodiment. [Figure 5] Figure 5 is a diagram (part 2) showing the predetermined cadence range in each inclined region according to the embodiment. [Figure 6] Figure 6 is a flowchart (part 1) showing an example of the control flow for setting the gear shift conditions in the control device according to the embodiment. [Figure 7] Figure 7 is a flowchart (part 2) showing an example of the control flow for setting the gear shift conditions in the control device according to the embodiment. [Modes for carrying out the invention]

[0041] A control device 30 for a human-powered vehicle will be described with reference to Figures 1 to 7. The human-powered vehicle 10 is a vehicle having at least one wheel and capable of being driven by at least human power. As shown in Figure 1, the human-powered vehicle 10 is, for example, a mountain bike. The human-powered vehicle 10 is not limited to a mountain bike, and may be other bicycles such as road bikes, cross bikes, city bikes, cargo bikes, handcycles, and recumbent bikes, as long as it can be driven by at least human power. The human-powered vehicle 10 may be a unicycle or a vehicle having 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 in the propulsion of the human-powered vehicle 10.

[0042] In the following, the human-powered vehicle 10 may be described using a Cartesian coordinate system having X, Y, and Z axes. The X axis corresponds to the longitudinal direction of the human-powered vehicle 10. The Y axis corresponds to the lateral direction of the human-powered vehicle 10. The Z axis corresponds to the vertical direction of the human-powered vehicle 10. In this specification, the following directional terms refer to those directions determined with respect to a rider facing the handlebars 12H at a reference position on the human-powered vehicle 10 (e.g., on the saddle or seat). The directional terms include “front,” “rear,” “forward,” “backward,” “left,” “right,” “sideways,” “upward,” and “downward,” as well as any other similar directional terms.

[0043] 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, a seat stay 12D, and a chain stay 12E. The human-powered vehicle 10 includes a front fork 12F, a stem 12G, and a handlebar 12H. The front fork 12F and the stem 12G are connected to the head tube 12A. The handlebar 12H is connected to the stem 12G. The human-powered vehicle 10 comprises wheels 14, a drivetrain 16, and a gear shifting 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 12F. The rear wheel 14B is connected to the connection between the seat stay 12D and the chain stay 12E.

[0044] The drivetrain 16 is configured to transmit human power to the rear wheel 14B. The drivetrain 16 includes a pair of pedals 20, a crank 22, a front chainring 24, a chain 26, and a rear sprocket 28. When the crank 22 rotates due to the human power applied to the pair of pedals 20, the front chainring 24 rotates. The rotational force of the front chainring 24 is transmitted to the rear sprocket 28 via the chain 26. The rotation of the rear sprocket 28 causes the wheel 14 to rotate. The rear sprocket 28 includes multiple sprockets. The rear sprocket 28 includes multiple sprockets with different numbers of teeth.

[0045] The drivetrain 16 may include pulleys and a belt instead of the front chainwheel 24, rear sprocket 28, and chain 26. The drivetrain 16 may also include bevel gears and a shaft. The crank 22 includes a first crank arm connected to the first axial end of the crankshaft and a second crank arm connected to the second axial end of the crankshaft. The drivetrain 16 may also include other components such as a one-way clutch, other sprockets, or other chains. The front chainwheel 24 may include multiple chainwheels. Preferably, the axis of rotation of the front chainwheel 24 is coaxial with the axis of rotation of the crank 22. The axis of rotation of the rear sprocket 28 is coaxial with the axis of rotation of the rear wheel 14B.

[0046] The gear shifting system 18 includes a control device 30 and a gear shifter 32. The control device 30 is, for example, mounted on the frame 12. The control device 30 may also be housed in the down tube 12C. The control device 30 may also be mounted on the gear shifter 32. The control device 30 is powered by electricity supplied from a battery 34.

[0047] The gear shifter 32 is located in the transmission path for human-powered driving force. The transmission path for human-powered driving force is the path from the human-powered driving force applied to the pedals 20 to the wheels 14. The gear shifter 32 includes an external derailleur. The gear shifter 32 includes, for example, a rear derailleur 36. The gear shifter 32 may also include a front derailleur. In this embodiment, the gear shifter 32 includes a rear derailleur 36, a chain 26, and a rear sprocket 28. The gear ratio of the gear shifter 32 is changed by switching the rear sprocket 28 that meshes with the chain 26 via the rear derailleur 36.

[0048] The gear ratio is determined based on the relationship between the number of teeth on the front chainring 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 chainring 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 chainring 24 is TF, then the gear ratio R is expressed as R = TF / TR. The number of teeth on the rear sprocket 28 may be replaced by the rotational speed of the wheel 14, and the number of teeth on the front chainring 24 TF may be replaced by the rotational speed of the crank 22. In this case, the gear ratio R is expressed as the rotational speed of the wheel 14 relative to the rotational speed of the crank 22. The gear shifter 32 may include an internal gear hub instead of an external gear hub. The internal gear hub is, for example, located on the hub of the rear wheel 14B. The gear shifter 32 may include a continuously variable transmission instead of an external gear hub. The continuously variable transmission is installed, for example, in the hub of the rear wheel 14B.

[0049] The transmission system 18 is configured to change the gear ratio of the transmission 32 through a manual transmission mode and an automatic transmission mode. The control device 30 has a manual transmission mode and an automatic transmission mode as transmission modes. The transmission mode is switched by the rider.

[0050] When the gear shift mode is set to manual gear shift mode, the gear shift system 18 is configured to drive the gear shift 32 in response to, for example, the operation of the gear shift control device 38. The gear shift 32 includes an electric actuator 40. The gear shift 32 is powered by power supplied from a battery 34. The gear shift 32 may also be powered by a battery dedicated to the gear shift 32. In this embodiment, the electric actuator 40 drives the rear derailleur 36. The electric actuator 40 is provided, for example, on 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 reduction gear connected to the electric motor. When the gear shift mode is automatic gear shift mode, the gear shift system 18 is configured to drive the gear shift 32 in response to input information and gear shift conditions from the human-powered vehicle 10.

[0051] As shown in Figure 2, the control device 30 comprises a storage unit 50 and a control unit 52. The storage unit 50 includes, for example, storage devices such as non-volatile memory and volatile memory. The non-volatile memory includes, for example, at least one of ROM (Read Only Memory), flash memory, and hard disk. The volatile memory includes, for example, RAM (Random Access Memory). The storage unit 50 stores programs used by the control unit 52 for control. The storage unit 50 also stores, for example, information regarding gear shifting conditions.

[0052] The control unit 52 includes, for example, a processing unit such as a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 52 may include multiple processing units. The multiple processing units may be located at different distances from each other. The control unit 52 is configured to comprehensively control the operation of the entire transmission system 18, for example, by having the processing units execute programs stored in ROM using RAM as a workspace. In addition to the transmission 32 of the human-powered vehicle 10, the control unit 52 may further control various components mounted on the human-powered vehicle 10. For example, the control unit 52 may control an electric drive unit.

[0053] The control unit 52 is connected to the vehicle speed sensor 60, the crank rotation sensor 62, the tilt sensor 64, the input device 66, the gear shift operating device 38, and the electric actuator 40 via an electrical cable and at least one wireless communication device. The control unit 52 is connected to the external device 68 via an electrical cable and at least one wireless communication device. The control unit 52 is connected to the battery 34 via an electrical cable.

[0054] Preferably, the control unit 52 includes a first interface 52A. The first interface 52A is configured to input 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 input 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 input information detected by the tilt sensor 64. Preferably, the control unit 52 includes a fourth interface 52D. The fourth interface 52D is configured to input information received by the input device 66. Preferably, the control unit 52 includes a fifth interface 52E. The fifth interface 52E is configured to input information transmitted from an external device 68. Preferably, the control unit 52 includes a sixth interface 52F. The sixth interface 52F is configured to input information transmitted from the gear shift operating device 38.

[0055] The first interface 52A to the sixth interface 52F include, for example, a cable connection port and at least one 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 communicate wirelessly based on wireless communication standards such as Bluetooth® and ANT+.

[0056] An electrical cable connected to a vehicle speed sensor 60 may be fixed to the first interface 52A. An electrical cable connected to a crank rotation sensor 62 may be fixed to the second interface 52B. An electrical cable connected to a tilt sensor 64 may be fixed to the third interface 52C. An electrical cable connected to an input device 66 may be fixed to the fourth interface 52D. A fifth interface 52E may include, for example, a wireless communication device. An electrical cable connected to a gear shift operating device 38 may be connected to the sixth interface 52F.

[0057] The vehicle speed sensor 60 is configured to output information regarding 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 installed, for example, on the chainstay 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 a magnet attached to the spokes, disc brake rotor, or hub of the wheel 14. One or more magnets are provided.

[0058] 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 travel speed of the human-powered vehicle 10 based, for example, the time interval or width of the signal output from the vehicle speed sensor 60 in conjunction with the rotation of the wheel 14, and information regarding the circumference of the wheel 14. The vehicle speed sensor 60 can have any configuration as long as it is configured to output information regarding the speed of the human-powered vehicle 10, and is not limited to a magnetic sensor; it may also include other sensors such as an optical sensor, an acceleration sensor, or a GPS receiver.

[0059] The crank rotation sensor 62 is configured to output information corresponding to the rotation state of the crank 22 to the control unit 52. The crank rotation sensor 62 is configured to detect information corresponding to the rotation speed of the crank 22, for example. The crank rotation sensor 62 includes a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided in a member that rotates in conjunction with the rotation axis of the crank 22, or in the power transmission path between the rotation axis of the crank 22 and the front chain wheel 24.

[0060] For example, if a one-way clutch is not provided between the rotation axis of the crank 22 and the front chainring 24, an annular magnet may be provided on the front chainring 24. The crank rotation sensor 62 can 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, acceleration sensor, gyro sensor, or torque sensor instead of a magnetic sensor.

[0061] The tilt sensor 64 is configured to output information regarding the incline to the control unit 52. The tilt sensor 64 may include, for example, an acceleration sensor. The tilt sensor 64 may also include an angular velocity sensor. The incline is the slope of the road surface on which the human-powered vehicle 10 travels. That is, the incline is the attitude angle of the human-powered vehicle 10. When the human-powered vehicle 10 travels uphill, the incline is a positive value. When the human-powered vehicle 10 travels downhill, the incline is a negative value.

[0062] The tilt sensor 64 is configured to output information corresponding to the acceleration in the axial directions of the X, Y, and Z axes. The tilt sensor 64 is installed on the human-powered vehicle 10 so that the Z axis is aligned with the direction of gravity in a reference state where the front wheels 14A and rear wheels 14B are grounded on a horizontal surface and the vehicle is upright. Specifically, the tilt sensor 64 is installed on the human-powered vehicle 10 so that the positive direction of the Z axis coincides with the vertical direction when the vehicle is upright with the front wheels 14A and rear wheels 14B grounded on a horizontal surface. The tilt sensor 64 is installed on the human-powered vehicle 10 so that the X axis is aligned with the longitudinal direction of the human-powered vehicle 10 when the vehicle is upright with the front wheels 14A and rear wheels 14B grounded on a horizontal surface. Specifically, the tilt sensor 64 is installed so that the positive direction of the X axis coincides with the forward direction of the human-powered vehicle 10 when the vehicle is upright with the front wheels 14A and rear wheels 14B grounded on a horizontal surface and the vehicle is upright.

[0063] The slope is calculated by detecting the angle between the positive Z-axis and the direction of gravity from the acceleration along the X, Y, and Z axes. The angle between the positive Z-axis and the direction of gravity is the pitch angle around the Y-axis. The slope is detected as the pitch angle around the Y-axis.

[0064] When the human-powered vehicle 10 is in motion, the acceleration in the X-axis direction detected by the tilt sensor 64 includes the acceleration of the human-powered vehicle 10 during its movement. The acceleration in the X-axis direction is calculated by correcting the acceleration in the X-axis direction detected by the tilt sensor 64 with the acceleration in the X-axis direction calculated from the vehicle speed detected by the vehicle speed sensor 60. The incline is calculated using the corrected acceleration in the X-axis direction.

[0065] The input device 66 is configured to output the input information to the control unit 52. The input device 66 may include, for example, a cycle computer. The input device 66 may be detachably mounted on the human-powered vehicle 10. The input device 66 may also include a smartphone.

[0066] The external device 68 is, for example, a device that allows the settings of the human-powered vehicle 10 to be changed from the outside. 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 smartwatch, a smartphone, and a tablet computer.

[0067] The gear shift control device 38 includes an operating switch that is operated by the user's fingers or the like. Preferably, the gear shift control device 38 includes an operating switch for upshifting and an operating switch for downshifting. Preferably, the gear shift control device 38 is mounted on the handlebar 12H.

[0068] The control unit 52 changes the slope region as shown in Figure 3 based on the slope detected by the tilt sensor 64. The slope region includes seven areas: "FLAT", "UP1", "UP2", "UP3", "DW1", "DW2", and "DW3". "FLAT" includes a horizontal road surface. "UP1", "UP2", and "UP3" include road surfaces that slope uphill with respect to the direction of travel of the human-powered vehicle 10. "UP2" is a region with a greater uphill slope than "UP1". "UP3" is a region with a greater uphill slope than "UP2". "DW1", "DW2", and "DW3" include road surfaces that slope downhill with respect to the direction of travel of the human-powered vehicle 10. "DW2" is a region with a greater downhill slope than "DW1". "DW3" is a region with a greater downhill slope than "DW2".

[0069] For example, if the slope area is "FLAT" and the slope is greater than or equal to the first threshold, the slope area is changed from "FLAT" to "UP1". The first threshold is a preset value. The first threshold is a value that indicates an uphill slope. If the slope area is "UP1" and the slope is greater than or equal to the second threshold for one hour or more, the slope area is changed from "UP1" to "UP2". The second threshold is a preset value. The second threshold is greater than the first threshold. The first hour is a preset time. If the slope area is "UP2" and the slope is greater than or equal to the third threshold for two hours or more, the slope area is changed from "UP2" to "UP3". The third threshold is a preset value. The third threshold is greater than the second threshold. The second hour is a preset time. The second hour may be the same as the first hour.

[0070] If the slope region is "UP3" and the slope is below the 4th threshold, the slope region is changed from "UP3" to "UP2". The 4th threshold is a preset value. The 4th threshold is smaller than the 3rd threshold. If the slope region is "UP2" and the slope is below the 5th threshold, the slope region is changed from "UP2" to "UP1". The 5th threshold is a preset value. The 5th threshold is smaller than the 2nd threshold. If the slope region is "UP1" and the slope is below the 6th threshold, the slope region is changed from "UP1" to "FLAT". The 6th threshold is a preset value. The 6th threshold is smaller than the 1st threshold.

[0071] If the slope area is "FLAT" and the slope is below the 7th threshold, the slope area is changed from "FLAT" to "DW1". The 7th threshold is a preset value. The 7th threshold is a value that indicates a downhill slope. If the slope area is "DW1" and the slope remains below the 8th threshold for 3 hours or more, the slope area is changed from "DW1" to "DW2". The 8th threshold is a preset value. The 3rd hour is a preset time. The 8th threshold is smaller than the 7th threshold. If the slope area is "DW2" and the slope remains below the 9th threshold for 4 hours or more, the slope area is changed from "DW2" to "DW3". The 9th threshold is a preset value. The 9th threshold is smaller than the 8th threshold. The 4th hour is a preset time. The 4th hour may be the same as the 3rd hour.

[0072] If the gradient region is "DW3" and the gradient is greater than or equal to the 10th threshold, the gradient region is changed from "DW3" to "DW2". The 10th threshold is a preset value. The 10th threshold is greater than the 9th threshold. If the gradient region is "DW2" and the gradient is greater than or equal to the 11th threshold, the gradient region is changed from "DW2" to "DW1". The 11th threshold is a preset value. The 11th threshold is greater than the 8th threshold. If the gradient region is "DW1" and the gradient is greater than or equal to the 12th threshold, the gradient region is changed from "DW1" to "FLAT". The 12th threshold is a preset value. The 12th threshold is greater than the 7th threshold.

[0073] When the shift mode is set to automatic shift mode, the control unit 52 controls the gear shifter 32 based on the shift conditions of the human-powered vehicle 10. For example, the control unit 52 controls the gear shifter 32 so that the gear ratio is changed based on the cadence. If the cadence exceeds a predetermined cadence range, the control unit 52 controls the gear shifter 32 to change the gear ratio. The predetermined cadence range is the range from above the lower limit cadence to below the upper limit cadence. The predetermined cadence range includes a reference cadence. At least one of the lower limit cadence and the upper limit cadence is set relative to the reference cadence. If the cadence is greater than the upper limit cadence, the control unit 52 controls the gear shifter 32 so that the gear ratio is increased. If the cadence is less than the lower limit cadence, the control unit 52 controls the gear shifter 32 so that the gear ratio is decreased. The predetermined cadence range is set based on the incline region. The predetermined cadence range may be set by the user. The reference cadence may be set by the user. The lower limit cadence and at least one of the upper limit cadence may also be set by the user. The user includes the rider. For example, a predetermined cadence range may be set via at least one of the input device 66 and the external device 68. The cadence includes the rotational speed of the crankshaft of the human-powered vehicle 10. The cadence may also 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] The control unit 52 sets a predetermined cadence range based on the gradient region. The predetermined cadence range is set for each gradient region, as shown in Figures 4 and 5. The same predetermined cadence range may be set for multiple gradient regions.

[0075] When the gradient area is "FLAT", the predetermined cadence range is set to the first predetermined cadence range. The first predetermined cadence range is the range that is greater than or equal to the first lower limit cadence and less than or equal to the first upper limit cadence. The first lower limit cadence is set by subtracting the first change value from the reference cadence. The first change value is a value that is set in advance. The first upper limit cadence is set by adding the first change value to the reference cadence.

[0076] When the gradient area is "UP1", the predetermined cadence range is set to the second predetermined cadence range. The second predetermined cadence range is the range that is greater than or equal to the second lower limit cadence and less than or equal to 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 different value from the first lower limit cadence. The second upper limit cadence is set by adding a second change value to the base cadence. The second change value is a value that is set in advance. The second change value is greater than the first change value. The second upper limit cadence is greater than the first upper limit cadence.

[0077] When the gradient region is "UP2" or "UP3", the predetermined cadence range is set to the third predetermined cadence range. The third predetermined cadence range is the range that is greater than or equal to the third lower limit cadence and less than or equal to the 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 the third change value from the larger of the cadence when the gradient becomes greater than or equal to the second threshold and the reference cadence. The third change value is a value that is set in advance. The third upper limit cadence is greater than the second upper limit cadence. For example, the third upper limit cadence is the value obtained by adding the fourth change value to the third lower limit cadence. The fourth change value is greater than the second change value. The predetermined cadence ranges in "UP2" and "UP3" may be different ranges.

[0078] When the gradient region 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.

[0079] When the gradient region is "DW2", the predetermined cadence range is set to the fourth predetermined cadence range. The fourth predetermined cadence range is the range that is greater than or equal to the fourth lower limit cadence and less than or equal to the fourth upper limit cadence. The fourth lower limit cadence is less than the first lower limit cadence. The fourth lower limit cadence is set by subtracting the fifth change value from the reference cadence. The fifth change value is a preset value. The fifth change value is greater than the first change value. The fourth upper limit cadence is less than the first upper limit cadence. The fourth upper limit cadence is set by adding the sixth change value to the reference cadence. The sixth change value is a preset value. The sixth change value is less than the first change value.

[0080] When the gradient region is "DW3", the predetermined cadence range is set to the 5th predetermined cadence range. The 5th predetermined cadence range is the range that is greater than or equal to the 5th lower limit cadence and less than or equal to the 5th upper limit cadence. The 5th lower limit cadence is less than the 4th lower limit cadence. The 5th lower limit cadence is set by subtracting the 7th change value from the reference cadence. The 7th change value is a value that is set in advance. The 7th change value is greater than the 5th change value. The 5th upper limit cadence is the same as the 4th upper limit cadence. The 5th upper limit cadence may be a different value from the 4th upper limit cadence.

[0081] When the transmission mode is automatic transmission mode, the control unit 52 executes the control flow shown in Figures 6 and 7. Once the control flow shown in Figures 6 and 7 is completed, the control unit 52 repeatedly executes the control flow shown in Figures 6 and 7 until the automatic transmission mode is deactivated or the power supply is cut off.

[0082] In step S10, the control unit 52 determines whether the slope region is a first slope region. The first slope region includes "UP2" and "UP3". If the control unit 52 determines in step S10 that the slope region is a first slope region, it proceeds to step S11. If the slope region is a first slope region, the slope of the road surface on which the human-powered vehicle 10 travels is greater than or equal to a predetermined slope. The predetermined slope is a second threshold. If the control unit 52 determines in step S10 that the slope region is not a first slope region, it proceeds to step S15.

[0083] In step S11, the control unit 52 determines whether the gear shift condition is the first gear shift condition. The first gear shift condition is a reference gear shift condition set when the incline of the road surface on which the human-powered vehicle 10 is traveling becomes greater than or equal to a predetermined incline. If the control unit 52 determines in step S11 that the gear shift condition is not the first gear shift condition, it proceeds to step S12. If the process in step S11 is the first control flow executed after the incline region becomes the first incline region, the gear shift condition is the gear shift condition corresponding to the incline region before the incline region became the first incline region. If the process in step S11 is the first control flow executed after the incline region becomes the first incline region, the control unit 52 determines that the gear shift condition is not the first gear shift condition. If the control unit 52 determines in step S11 that the gear shift condition is the first gear shift condition, it proceeds to step S18.

[0084] In step S12, the control unit 52 determines whether the gear shift condition is the second gear shift condition. The second gear shift condition is different from the first gear shift condition. The second gear shift condition is set when the gear shift condition is set to the first condition and the gear ratio of the transmission 32 is changed. If the control unit 52 determines in step S12 that the gear shift condition is not the second gear shift condition, it proceeds to step S13. If the control unit 52 determines in step S12 that the gear shift condition is the second gear shift condition, it proceeds to step S20.

[0085] In step S13, 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 gear ratio that is set in advance. The predetermined gear ratio is a gear ratio near the middle of the gear ratios of the transmission 32. For example, if the transmission 32 can be changed to gear ratios corresponding to 1st to 10th gear, the predetermined gear ratio is the gear ratio corresponding to 5th gear. The gear ratio is smaller towards 1st gear and larger towards 10th gear. The predetermined gear ratio may be set by the user. If the control unit 52 determines in step S13 that the gear ratio of the transmission 32 is equal to or greater than the predetermined gear ratio, it proceeds to step S14. If the control unit 52 determines in step S13 that the gear ratio of the transmission 32 is less than the predetermined gear ratio, it proceeds to step S16.

[0086] In step S14, the control unit 52 sets the gear shift condition to the first gear shift condition. The control unit 52 sets the gear shift condition to the first gear shift condition if the slope of the road surface on which the human-powered vehicle 10 is traveling is greater than or equal to a predetermined slope. The first gear shift condition includes a first lower limit threshold. The first lower limit threshold is a threshold that reduces the gear ratio. The first gear shift condition includes a first upper limit threshold. The first upper limit threshold is a threshold that increases the gear ratio. If the gear ratio of the transmission 32 is changed based on cadence, the first lower limit threshold is the first gear shift lower limit cadence. The first gear shift condition includes the first gear shift lower limit cadence. The first gear shift lower limit cadence is set based on the cadence when the slope of the road surface on which the human-powered vehicle 10 is traveling is greater than or equal to a predetermined slope. The first lower limit cadence is set by subtracting a second predetermined value from the cadence when the slope of the road surface on which the human-powered vehicle 10 travels is greater than or equal to a predetermined slope. The second predetermined value is a value that is set in advance. For example, the second predetermined value is 3 rpm. The second predetermined value may be the same value as the first predetermined value. When the gear ratio of the transmission 32 is changed based on cadence, the first upper limit threshold is the first upper limit cadence. The first gear condition includes the first upper limit cadence. The control unit 52 sets the gear condition to the first gear condition when the slope region is changed from another slope region to the first slope region and the gear ratio of the transmission 32 is greater than or equal to a predetermined gear ratio. For example, when the slope region is changed from "UP1" to "UP2" and the gear ratio of the transmission 32 is greater than or equal to a predetermined gear ratio, the control unit 52 sets the gear condition to the first gear condition. The control unit 52 sets the third predetermined cadence range as the first shift condition. The first lower limit cadence is the third lower limit cadence. The first upper limit cadence is the third upper limit cadence. In step S14, the control unit 52 sets the shift condition to the first shift condition and then terminates the current process.

[0087] In step S15, the control unit 52 determines whether the slope region is the second slope region. The second slope region is a slope region adjacent to the first slope region. The second slope region is a region with a smaller slope than the first slope region. The second slope region includes "UP1". If the control unit 52 determines in step S15 that the slope region is the second slope region, it proceeds to step S16. If the control unit 52 determines in step S15 that the slope region is not the second slope region, it determines that the slope region is the third slope region. The third slope region is a region with a smaller slope than the second slope region. The third slope region includes "DW3" to "FLAT". If the control unit 52 determines that the slope region is not the second slope region, it proceeds to step S17.

[0088] In step S16, the control unit 52 sets the gear shift condition to the third gear shift condition. The control unit 52 sets the gear shift condition to the third gear shift condition if the slope of the road surface on which the human-powered vehicle 10 travels is less than a predetermined slope. The control unit 52 also sets the gear shift condition to the third gear shift condition if the gear ratio of the transmission 32 is less than a predetermined gear, even if the slope region is the first slope region. The third gear shift condition is different from the first gear shift condition. The third gear shift condition includes a third lower threshold. The third lower threshold is a threshold that reduces the gear ratio. The third gear shift condition includes a third upper threshold. The third upper threshold is a threshold that increases the gear ratio. If the gear ratio of the transmission 32 is changed based on cadence, the third lower threshold is the third gear shift lower limit cadence. If the gear ratio of the transmission 32 is changed based on cadence, the third upper threshold is the third gear shift upper limit cadence. For example, if the gradient region is "UP1", the control unit 52 sets the second predetermined cadence range as the third gear shift condition. For example, if the gradient region is "UP2" and the gear ratio of the transmission 32 is less than the predetermined gear ratio, the control unit 52 sets the second predetermined cadence range as the third gear shift condition. For example, if the gradient region changes from "UP1" to "UP2" and the gear ratio of the transmission 32 is less than the predetermined gear ratio, the gear shift condition is maintained at the second predetermined cadence range. The third lower limit cadence is the second lower limit cadence. The third upper limit cadence is the second upper limit cadence. After setting the gear shift condition to the third gear shift condition in step S16, the control unit 52 terminates the current process.

[0089] In step S17, the control unit 52 sets the gear shift conditions to the gear shift conditions for each slope region. After setting the gear shift conditions to the gear shift conditions for each slope region in step S17, the control unit 52 terminates the current process. For example, if the slope region is "FLAT", the control unit 52 sets the first predetermined cadence range as the gear shift condition.

[0090] In step S18, the control unit 52 determines whether or not the gear ratio has been changed. The control unit 52 determines whether or not the gear ratio has been changed while the gear shifting condition is set to the first gear shifting condition. If the cadence exceeds the third predetermined cadence range, the control unit 52 changes the gear ratio. If the control unit 52 determines in step S18 that the gear ratio has been changed, it proceeds to step S19. If the control unit 52 determines in step S18 that the gear ratio has not been changed, it terminates the current process. If the control unit 52 determines in step S18 that the gear ratio has not been changed, it maintains the gear shifting condition at the first gear shifting condition. The control unit 52 may also determine in step S18 whether or not the gear ratio has been changed to a smaller value. In this case, if the control unit 52 determines in step S18 that the gear ratio has been changed to a smaller value, it may proceed to step S19. In this case, if the control unit 52 determines in step S18 that the gear ratio has been changed to be larger, it may maintain the gear shift condition as the first gear shift condition.

[0091] In step S19, the control unit 52 sets the gear shift condition to the second gear shift condition. The control unit 52 sets the gear shift condition to the second gear shift condition if it has changed the gear ratio of the transmission 32 based on the first gear shift condition. The second gear shift condition includes a second lower threshold. The second lower threshold is the threshold for decreasing the gear ratio. The second lower threshold is smaller than the first lower threshold. The second gear shift condition includes a second upper threshold. The second upper threshold is the threshold for increasing the gear ratio. The second upper threshold is smaller than the first upper threshold. If the gear ratio of the transmission 32 is changed based on cadence, the second lower threshold is the second lower gear cadence. The second gear shift condition includes the second lower gear cadence. The second lower gear cadence is smaller than the first lower gear cadence. The control unit 52 sets the cadence obtained by subtracting a first predetermined value from the first lower limit cadence as the second lower limit cadence. The first predetermined value is a value that has been set in advance. For example, the first predetermined value is 1 rpm. In step S19, the control unit 52 sets the cadence obtained by subtracting the first predetermined value from the third lower limit cadence as the second lower limit cadence. When the gear ratio of the transmission 32 is changed based on cadence, the second upper limit threshold is the second upper limit cadence. The second gear shift condition includes the second upper limit cadence. The second upper limit cadence is smaller than the first upper limit cadence. The control unit 52 sets the cadence obtained by subtracting a first predetermined value from the first upper limit cadence as the second upper limit cadence. In step S19, the control unit 52 sets the cadence obtained by subtracting the first predetermined value from the third upper limit cadence as the second upper limit cadence for gear shifting. In step S19, the control unit 52 sets the gear shifting condition to the second gear shifting condition and then terminates the current process.

[0092] In step S20, the control unit 52 determines whether or not the gear ratio has been changed. The control unit 52 determines whether or not the gear ratio has been changed while the gear condition is set to the second gear condition. The control unit 52 determines whether or not the gear ratio has been changed based on the currently set second gear condition. If the cadence is currently below the currently set second lower threshold, the control unit 52 changes the gear ratio of the transmission 32 to a smaller gear ratio. If the cadence is currently above the currently set second upper threshold, the control unit 52 changes the gear ratio of the transmission 32 to a larger gear ratio. If the control unit 52 determines in step S20 that the gear ratio has not been changed, it terminates the current process. If the control unit 52 determines in step S20 that the gear ratio has not been changed, it maintains the current second gear condition. If the control unit 52 determines in step S20 that the gear ratio has been changed, it proceeds to step S21.

[0093] In step S21, the control unit 52 determines whether the second lower threshold value of the second gear shift condition is the same as the third lower threshold value. If the control unit 52 determines in step S21 that the second lower threshold value of the second gear shift condition is the same as the third lower threshold value, it terminates the current process. If the control unit 52 determines in step S21 that the second lower threshold value of the second gear shift condition is the same as the third lower threshold value, it maintains the current second gear shift condition. If the control unit 52 determines in step S21 that the second lower threshold value of the second gear shift condition is not the same as the third lower threshold value, it proceeds to step S22.

[0094] In step S22, the control unit 52 changes the second gear shift condition. The second gear shift condition is changed each time the gear ratio is changed when the slope of the road surface on which the human-powered vehicle 10 is traveling is greater than or equal to a predetermined slope. The second lower limit threshold of the second gear shift condition decreases each time the gear ratio is changed. In step S22, the control unit 52 changes the second lower limit threshold so that it is smaller than the currently set second lower limit threshold. The second lower limit threshold decreases each time the gear ratio is changed until it becomes the same value as the third lower limit threshold. The second upper limit threshold of the second gear shift condition is set to decrease each time the gear ratio is changed. In step S22, the control unit 52 changes the second upper limit threshold so that it is smaller than the currently set second lower limit threshold. The second gear shift lower limit cadence is set to decrease each time the gear ratio is changed. In step S22, the control unit 52 changes the second lower limit cadence so that it is smaller than the currently set second lower limit cadence. The second lower limit cadence is set by subtracting a first predetermined value from the second lower limit cadence before the change each time the gear ratio is changed. In step S22, the control unit 52 changes the second lower limit cadence so that it is smaller than the currently set second lower limit cadence by a first predetermined value. The second upper limit cadence is set to decrease each time the gear ratio is changed. In step S22, the control unit 52 changes the second upper limit cadence so that it is smaller than the currently set second upper limit cadence. The second upper limit cadence is set by subtracting a first predetermined value from the second upper limit cadence before the change each time the gear ratio is changed. In step S22, the control unit 52 changes the second gear shift upper limit cadence so that it is smaller than the currently set second gear shift upper limit cadence by a first predetermined value. In step S22, the control unit 52 changes the second gear shift condition and then terminates the current process. For example, if the gradient region is "UP2", the second gear shift lower limit cadence decreases each time the gear ratio is changed from the cadence obtained by subtracting the first predetermined value from the third lower limit cadence.The second gear's lower limit cadence is maintained at the second lower limit cadence once it reaches the same value.

[0095] The modified control device 30 may execute a control flow that does not include the processing of step S13 in the control flow shown in Figures 6 and 7. In the modified control flow, when the gradient region is changed from another gradient region to the first gradient region, the control unit 52 sets the gear shift condition to the first gear shift condition. For example, when the gradient region is changed from "UP1" to "UP2", the control unit 52 sets the third predetermined cadence range as the first gear shift condition.

[0096] In the modified control device 30, when changing the second gear shift condition, only the second lower limit threshold may be changed.

[0097] In the modified control device 30, the second gear shift upper limit cadence may be set by adding a third predetermined value to the second gear shift lower limit cadence. The third predetermined value is a preset value. For example, the third predetermined value is 20 rpm. The second gear shift upper limit cadence is set by adding the third predetermined value to the second gear shift lower limit cadence, which decreases in accordance with the change in gear ratio.

[0098] In the modified control device 30, the second gear shift upper limit cadence may be set to the larger of the value obtained by adding a third predetermined value to the second gear shift lower limit cadence, and a fourth predetermined value. The fourth predetermined value is a preset value. For example, the fourth predetermined value is 80 rpm.

[0099] In the control device 30 of the embodiment, the manual shift mode may be omitted. In the control device 30 of the embodiment, among the first interface 52A to the sixth interface 52F, interfaces that are not necessary for control may be omitted.

[0100] As used herein, the expression "at least one" means "one or more" of the desired options. For example, as used herein, "at least one" means "only one option" or "both of the two options" if there are two options. As another example, as used herein, "at least one" means "only one option" or "any combination of two or more options" if there are three or more options. [Explanation of Symbols]

[0101] 10...Human-powered vehicle, 18...Transmission system, 30...Control device, 32...Transmission device, 52...Control unit, 64...Incline sensor

Claims

1. A control device for a human-powered vehicle, The vehicle includes a control unit that controls the transmission based on the gear shifting conditions of the human-powered vehicle, The control unit, If the gear shift mode is automatic gear shift mode and the slope of the road surface on which the human-powered vehicle is traveling is greater than or equal to a predetermined slope, the gear shift condition is set to the first gear shift condition. If the aforementioned shift mode is the automatic shift mode, and the gear ratio of the transmission is changed based on the first shift condition, the aforementioned shift condition is set to the second shift condition. The second shift condition is a control device that is different from the first shift condition.

2. The control device according to claim 1, wherein the second gear shift condition is changed each time the gear ratio is changed when the incline is greater than or equal to the predetermined incline.

3. A control device for a human-powered vehicle, The vehicle includes a control unit that controls the transmission based on the gear shifting conditions of the human-powered vehicle, The control unit, If the slope of the road surface on which the human-powered vehicle is traveling is greater than or equal to a predetermined slope, the gear shift condition is set to the first gear shift condition. When the gear ratio of the transmission is changed based on the first gear condition, the gear condition is set to the second gear condition. The second gear shift condition differs from the first gear shift condition, The first gear shift condition includes a first lower limit threshold that reduces the gear ratio, The second gear shift condition includes a second lower threshold that reduces the gear ratio, A control device wherein the second lower threshold is smaller than the first lower threshold.

4. The control device according to claim 3, wherein the second lower limit threshold decreases each time the gear ratio is changed.

5. The control unit, If the aforementioned incline is less than the predetermined incline, the gear shift condition is set to the third gear shift condition. The third gear shift condition differs from the first gear shift condition, The third gear shift condition includes a third lower threshold that reduces the gear ratio, The control device according to claim 4, wherein the second lower threshold decreases each time the gear ratio is changed until the second lower threshold becomes equal to the third lower threshold.

6. A control device for a human-powered vehicle, The vehicle includes a control unit that controls the transmission based on the gear shifting conditions of the human-powered vehicle, The control unit, If the slope of the road surface on which the human-powered vehicle is traveling is greater than or equal to a predetermined slope, the gear shift condition is set to the first gear shift condition. When the gear ratio of the transmission is changed based on the first gear condition, the gear condition is set to the second gear condition. The second gear shift condition differs from the first gear shift condition, The control unit controls the transmission so that the gear ratio is changed based on the cadence. The first gear shift condition includes a first gear shift lower limit cadence that reduces the gear ratio, The second gear shifting condition includes a second lower gear cadence that reduces the gear ratio, A control device wherein the second lower limit cadence for gear shifting is smaller than the first lower limit cadence for gear shifting.

7. The control device according to claim 6, wherein the second lower limit cadence is set to decrease each time the gear ratio is changed.

8. The control device according to claim 7, wherein the second lower limit cadence is set by subtracting a first predetermined value from the second lower limit cadence before the change each time the gear ratio is changed.

9. The control device according to claim 8, wherein the first lower limit cadence is set based on the cadence when the incline is equal to or greater than the predetermined incline.

10. The control device according to claim 9, wherein the first lower limit cadence is set by subtracting a second predetermined value from the cadence when the incline is equal to or greater than the predetermined incline.

11. A control device for a human-powered vehicle, The vehicle includes a control unit that controls the transmission based on the gear shifting conditions of the human-powered vehicle, The control unit, If the slope of the road surface on which the human-powered vehicle is traveling is greater than or equal to a predetermined slope, the gear shift condition is set to the first gear shift condition. When the gear ratio of the transmission is changed based on the first gear condition, the gear condition is set to the second gear condition. The second gear shift condition differs from the first gear shift condition, The first gear shift condition includes a first upper limit threshold that increases the gear ratio, The second gear shift condition includes a second upper limit threshold that increases the gear ratio, The control device wherein the second upper limit threshold is smaller than the first upper limit threshold.

12. The control device according to claim 11, wherein the second upper limit threshold is set to decrease each time the gear ratio is changed.

13. A control device for a human-powered vehicle, The vehicle includes a control unit that controls the transmission based on the gear shifting conditions of the human-powered vehicle, The control unit, If the slope of the road surface on which the human-powered vehicle is traveling is greater than or equal to a predetermined slope, the gear shift condition is set to the first gear shift condition. When the gear ratio of the transmission is changed based on the first gear condition, the gear condition is set to the second gear condition. The second gear shift condition differs from the first gear shift condition, The control unit controls the transmission so that the gear ratio is changed based on the cadence. The first gear shift condition includes a first gear shift upper limit cadence that increases the gear ratio, The second gear shift condition includes a second gear shift upper limit cadence that increases the gear ratio, A control device wherein the second gear shift upper limit cadence is smaller than the first gear shift upper limit cadence.

14. The control device according to claim 13, wherein the second gear limit cadence is set to decrease each time the gear ratio is changed.

15. The control device according to claim 14, wherein the second gear shift upper limit cadence is set by subtracting a first predetermined value from the second gear shift upper limit cadence before the change each time the gear ratio is changed.

16. The control device according to claim 14, wherein the second gear shift upper limit cadence is set by adding a third predetermined value to the second gear shift lower limit cadence.

17. The control device according to claim 14, wherein the second gear shift upper limit cadence is set to the larger of a value obtained by adding a third predetermined value to the second gear shift lower limit cadence and a fourth predetermined value.

Images